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Lotus 38
Lotus 38
Lotus 38
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Lotus 38
1965 Lotus 38 at the 2010 Goodwood Festival of Speed
CategoryUSAC IndyCar
ConstructorTeam Lotus
DesignersColin Chapman
Len Terry
PredecessorLotus 34
SuccessorLotus 42
Technical specifications[1]
ChassisAluminium monocoque.
Suspension (front)Double wishbones, inboard coil springs over dampers.
Suspension (rear)Reverse lower wishbones, top link, twin radius rods, coil springs over dampers, anti-roll bar
Length155.9 in (396 cm)
Width73 in (185 cm)
Height31 in (79 cm)
Axle trackFront: 60 in (152 cm)
Rear: 60 in (152 cm)
Wheelbase95.9 in (244 cm)
EngineFord 4,195 cc (256.0 cu in) DOHC 90° V8, naturally aspirated, mid-mounted.
TransmissionZF 2DS-20 2-speed manual gearbox.
Power500 hp (370 kW)
Weight612 kg (1,349 lb)
Competition history
Notable entrantsTeam Lotus
Notable driversUnited Kingdom Jim Clark
United States Bobby Johns
United States Dan Gurney
United States A. J. Foyt
United States Mario Andretti
Debut1965 Indianapolis 500
Wins
1 (1965 Indianapolis 500)

The Lotus 38 was the first rear-engined car to win the Indianapolis 500, in 1965, driven by Jim Clark. It was run by Lotus at Indianapolis from 1965 to 1967; a total of 8 were built, most for use by Lotus, but several were sold for use by other drivers, including A. J. Foyt and Mario Andretti.[2][3]

Design

[edit]

The Lotus 38 was designed by Colin Chapman and Len Terry as Lotus' 1965 entry for the Indianapolis 500. It was an evolution of the previous Lotus 29 and Lotus 34 Indy designs, but this time with a full monocoque tub chassis; it was powered by the same four-cam Ford V8 fuel injected engine as used in the 34, giving out around 500 bhp. In all of them, the engine was mid-mounted, improving the weight distribution and giving it good handling. The 38 was significantly larger than Formula One cars of the time, but was dwarfed by the massive American roadsters.

The 38 was specially designed with an "offset" suspension, with the car body situated asymmetrically between the wheels, offset to the left using suspension arms of unequal length. Although in theory this was better suited for the ovals (which have only left turns), for example by evening out tyre wear between the two sides, in practice the handling was sufficiently idiosyncratic that the concept never caught on widely.

Race results

[edit]
Lotus 38 being demonstrated by Jackie Stewart in 2010
Problems playing this file? See media help.

At the 1965 Indianapolis 500, Clark qualified second with a 4 lap average speed of 160.729 mph (258.668 km/h) with a new one lap record of 160.973 mph (259.061 km/h). Although Clark and A.J. Foyt had both broken the 160 mph barrier in practice earlier in the month, Clark was the first to do so in official qualifying. Ironically, Foyt grabbed the pole with an average of 161.233 mph (259.479 km/h) in a slightly modified Lotus 34 while also turning in a new one lap record of 161.958 mph (260.646 km/h).

Clark led from the start and although Foyt passed him on the second lap, the Lotus 38 roared past on lap 3 and from then on the only time Clark lost the lead was on lap 65 when he had his first pit stop. Foyt led until his stop on lap 74 and from then on Clark was never headed. The Scotsman led all but 10 laps and won with only four other cars on the lead lap, with the rest of the finishers all at least 2 laps behind. With Parnelli Jones finishing second (also in a modified 34), it was payback for Clark and Lotus losing the race in 1963 when many, including team owner/founder Colin Chapman and journalist/author Brock Yates, felt that Jones' oil spewing front engined roadster should have been black flagged.

Lotus returned with the 38 in 1966, though they conceded victory to Graham Hill in a Lola, after some confusion with the scoring due to an erroneous lap chart, and again in 1967 when Clark retired early with a blown engine.

After a fair amount of resistance from American teams who generally believed that rear-engine cars were for "drivers who like to be pushed around", the Lotus 38 had proved that mid-engined cars could make the grade at The Brickyard, and the days of the front-engined roadsters were effectively over (in fact, only 4 of the 33 starters in 1965 were front engine cars). Clark won the 1965 Indianapolis 500 with a then race record average speed of 150.686 mph (242.506 km/h), the first time the Indianapolis 500 had been run at a speed of over 150 mph. The previous record had been set by Foyt in 1964 at an average of 147.350 mph (237.137 km/h). Foyt's win in 1964 in a front engine Watson-Offy roadster was the last time a front engined car would win the Indy 500.

Design elements in the 38 were eventually worked into the design of the legendary Lotus 49, and Foyt's early Coyotes (as well as a number of other contemporary Indy cars) were Lotus 38 clones.

Further reading

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Lotus 38

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from Grokipedia
The Lotus 38 is a rear-engined, open-wheel Indy car developed by the British Lotus team for the United States Auto Club (USAC) National Championship Trail in 1965, marking a pivotal advancement in American open-wheel racing design. Featuring a lightweight aluminum monocoque chassis and powered by a purpose-built 4.2-liter quad-cam Ford V8 engine producing approximately 500 horsepower at 8,800 rpm with mechanical fuel injection, the Lotus 38 was the first mid-engined car to win the Indianapolis 500, achieving this feat in 1965 when driven by Scottish racer Jim Clark, who led 190 of 200 laps. Designed by Lotus founder in collaboration with engineer Len Terry, the Lotus 38 evolved from earlier models like the Lotus 29 and 34, incorporating a full-length tub split behind the center bulkhead to accommodate the engine, along with four-wheel using inboard dampers at the front and outboard at the rear. Only eight chassis were constructed between 1965 and 1966, with notable examples including chassis 38/1 (Clark's Indy winner, now preserved at museum) and 38/4 (used by Clark for second place at the ). The car's ZF 2DS20 two-speed transmission further optimized its handling on oval tracks, contributing to its competitive edge over traditional front-engined roadsters. In racing, the Lotus 38 spearheaded the "British Invasion" of Indy car competition, with drivers such as , , , , and Lloyd Ruby piloting variants across the 1965–1967 seasons, securing victories at events like the 1965 Indy 500 and strong finishes at circuits including and Langhorne. Its success accelerated the transition in USAC racing from front-engined designs to rear-engined layouts, influencing subsequent Lotus models like the 42 and 56, and ultimately rendering front-engined cars obsolete at the after 1965. Several surviving Lotus 38s remain in museums and private collections, underscoring their enduring legacy in history.

Development

Background

The shift toward rear-engine designs in American open-wheel racing gained momentum in the early 1960s, as European constructors like Lotus sought to apply innovations to challenge the dominant front-engine roadsters, such as the Watson-Offenhauser, at events like the . Lotus's initial foray with the rear-engined Lotus 29 at the showed promise, with finishing second, but the car was plagued by engine overheating issues that prevented a . The following year, the updated Lotus 34 suffered from chassis stiffness problems, leading to suspension failures; led the first 47 laps before retiring due to a rear suspension collapse triggered by tire issues. These disappointments at the prompted Lotus founder to abandon iterative updates in favor of a completely new design for 1965, drawing heavily on successful trends like lightweight construction and aerodynamic efficiency to better compete against established American machinery. Key catalysts included Ford's growing commitment through its Total Performance program to supply powerful V8 engines for Indianapolis racing, building on earlier collaborations with Lotus since 1962. The Lotus 38 project was initiated in late , with Chapman hiring experienced designer Len Terry as chief engineer in early 1965 to lead the effort full-time, leveraging Terry's prior freelance work on Lotus projects including the 29 and 34. This marked a deliberate pivot to address the reliability shortcomings of previous models while capitalizing on the evolving regulatory and technological landscape.

Design Evolution

The Lotus 38's design was led by Len Terry, who leveraged his prior experience with Cooper's rear-engine innovations and Lotus's Formula 1 projects to create a clean-sheet chassis, improving on the monocoque construction of the Lotus 29 to achieve superior torsional rigidity. Terry exercised significant autonomy during Colin Chapman's absence for Tasman racing commitments, resulting in a fully enclosed aluminum tub that prioritized structural integrity over the partial "" style of the Lotus 34. This approach addressed key engineering challenges in adapting British road-racing principles to the high-speed demands of ovals, where enhanced stiffness was essential to withstand intense cornering loads without compromising driver safety or handling precision. Key decisions emphasized stability and aerodynamics: the was set at 96 inches, while the 4.2-liter Ford was mounted further rearward within the 's split rear section for optimized . A longer, slimmer nose profile was adopted to minimize drag, incorporating a compact suited to fuel's cooling properties and facilitating smoother airflow over the . These choices involved iterative compromises, such as concerns over limited mechanical accessibility in the sealed , which deemed non-negotiable to maintain the design's rigidity advantages. Development progressed through rigorous testing phases, beginning with aerodynamic evaluations at the Lotus factory's wind tunnel to refine the nose and bodywork shapes for oval-track efficiency. Initial shakedown runs occurred in early at the Snetterton circuit in , where the prototype demonstrated promising handling but revealed vulnerabilities in the sidepod structures during high-speed simulations. Subsequent practice incidents prompted targeted modifications, including reinforced aluminum sidepods to bolster impact resistance without adding excessive weight, ensuring the chassis could endure the abrasive demands of while preserving the monocoque's lightweight 130-pound construction. A hallmark innovation was the all-aluminum itself—the first fully realized example in history—featuring a cigar-shaped section that wrapped over the driver's knees for a 50% increase over prior Lotus designs, directly tackling the torsional flex issues that had plagued spaceframe entries on bumpy ovals. adaptations for the Ford engine included custom bulkheads to cradle the V8 securely in the rear sponsons, allowing precise alignment for power delivery while integrating fuel systems optimized for rapid gravity refueling under race conditions. This evolutionary process highlighted trial-and-error methodology, blending empirical testing with British engineering know-how to bridge the gap between European circuit agility and American superspeedway durability.

Technical Specifications

Chassis and Body

The Lotus 38 featured a revolutionary aluminum , designed to eliminate the torsional flex that had plagued its predecessor, the Lotus 29. This bathtub-style tub was constructed from riveted and bonded sheets of aluminum, reinforced with steel bulkheads at both ends to enhance rigidity and integrate the engine bay and cockpit areas seamlessly. The design provided exceptional lightweight strength, contributing to the car's overall dry weight of around 1,250 to 1,350 pounds. Key dimensions included a of 96 inches, a track width of 60 inches front and rear, an overall length of 156 inches, and a width optimized to comply with USAC regulations for the 1965 season. These proportions balanced stability for high-speed oval racing with the need for agile handling, while the monocoque's enclosed structure distributed loads more efficiently than traditional spaceframes. The bodywork consisted of streamlined panels that covered the wheels for reduced drag, featuring a low-profile and side-mounted radiators to optimize airflow and cooling without compromising the chassis's aerodynamic profile. In total, eight chassis were produced, numbered 38/1 through 38/8, allowing Lotus to field multiple entries and support customer teams during the 1965 and subsequent seasons.

Engine and Powertrain

The Lotus 38 was powered by a purpose-built 4.2-liter (4,195 cc or 256 cubic inch) all-aluminum Ford DOHC 90-degree , featuring four valves per cylinder and mounted longitudinally in a mid-engine configuration. This engine, derived from the production Fairlane 289 but extensively modified for racing with dual overhead camshafts, delivered approximately 500 horsepower at 8,400 rpm through Hilborn mechanical and ran on . Weighing around 400 pounds (180 kg) dry, it incorporated a system to maintain oil pressure under high lateral loads. The powertrain utilized a ZF 2DS-20 two-speed manual with a , adapted for and providing direct drive in high gear to optimize straight-line acceleration on ovals like . This compact unit, combined with the engine, contributed to a setup that helped the overall curb weight stay under 1,350 pounds (612 kg). The transaxle's design emphasized simplicity and durability for the demands of 500-mile races, with gear ratios tuned for top speeds exceeding 160 mph. Integration of the into the Lotus 38's aluminum positioned the engine rearward for balanced , with "spaghetti" exhaust headers routing from the engine's along the sides to exit near the rear arches, enhancing through the sidepods. was supplied via three rubber tanks—one on each side of and one aft of the —offering a total capacity of approximately 50 gallons to support extended race stints without frequent refueling. This setup marked the first victory for a Ford-powered car at the in 1965, driven by , though early reliability concerns with overheating and valve train durability were later mitigated in variant engines using improved cylinder heads from collaborators like .

Suspension and Brakes

The Lotus 38 employed a fully system at all four wheels, marking a significant advancement in Indy car design for oval racing stability and handling. The front suspension utilized a double wishbone configuration with coil springs over dampers and an , while the rear featured a similar double wishbone setup incorporating reverse lower wishbones, a top link, twin radius rods, coil springs over dampers, and an . This layout, combined with outboard mounting, contributed to the car's low center of gravity and responsive cornering on the 2.5-mile . The suspension geometry was offset to the left, optimizing for the oval track's predominant right-hand turns and enhancing high-speed stability. Anti-roll bars were adjustable, allowing fine-tuning for varying track conditions, and the system prioritized reduced unsprung weight to improve tire contact and ride quality over the bumpy superspeedway surface. Fifteen-inch Lotus cast magnesium wheels, measuring 8.5 inches wide at the front and up to 9.5 inches at the rear, further minimized unsprung mass while providing durability under extreme loads. Braking was handled by four-wheel Girling disc brakes with ventilated rotors and outboard calipers, a setup that provided superior without anti-lock systems. The ventilated design aided heat dissipation during sustained high-speed ovals. This configuration represented an in Indy car braking, enabling effective deceleration from speeds exceeding 160 mph, as demonstrated in qualifying laps at the 1965 Indianapolis 500. As the first Indy car to combine a chassis with full and disc brakes in a race-winning package, the Lotus 38 set benchmarks for handling, allowing to win by nearly two minutes while leading 190 laps in the 1965 Indianapolis 500. Post-1965, minor suspension adjustments were made to accommodate evolving Firestone tire compounds, addressing initial wear issues and improving longevity in subsequent seasons. These changes maintained the car's edge in cornering while adapting to regulatory and tire technology shifts.

Racing History

1965 Indianapolis 500

The Lotus team, led by and supported by Ford's engine development program, brought five Lotus 38 chassis to the , though only three qualified under the factory banner. , in chassis 38/1 numbered #82, secured second place on the grid with a four-lap qualifying average of 160.729 mph, establishing a new one-lap track record of 160.973 mph in the process. claimed the pole position at 161.233 mph in his own team's Lotus-Ford entry, while qualified third and Bobby Johns 22nd, both in factory Lotus 38s. The cars featured low-profile Firestone tires to achieve a lower center of gravity and , innovations that drew pre-race from traditionalists questioning compliance with USAC's minimum ground clearance rules, though the cars were ultimately approved for competition. In the race on , surged from his second starting position to lead the opening lap at 151.380 mph, briefly yielding to Foyt on lap 2 before reclaiming the lead for good by lap 10, where his speed peaked at 154.424 mph. He dominated thereafter, leading a race-high 190 laps amid challenges including Bud Tingelstad's crash on lap 119 that brought out the longest caution period of the day. Mechanical failures sidelined key rivals, with Foyt retiring on lap 54 due to transmission issues and Gurney on lap 42 from similar problems, while conserved fuel to finish second after running dry on the . crossed the finish line unchallenged after 200 laps, posting a winning average speed of 150.686 mph—the first time the Indy 500 had been completed at over 150 mph—and marking the debut victory for a rear-engined car at the event. The drivers included , Johns (who finished seventh), and Gurney, with three factory Lotus 38s starting the event out of the eight chassis ultimately built across the model's lifespan. Powered by purpose-built 255-cubic-inch Ford V8s producing around 500 horsepower on , the cars demonstrated superior reliability and handling, requiring no tire changes during the race for Clark's entry. The triumph represented Ford's maiden Indy 500 win and made Clark the first non-American victor since , ushering in an era of rear-engine dominance at the Speedway.

Subsequent Races and Seasons

Following the victory at the , deployed several Lotus 38 chassis in the remaining USAC races, with drivers including and Roger McCluskey competing at venues such as , Langhorne, and Trenton. Chassis 38/3, for example, saw extensive use, contesting 28 races across the season, while 38/2 was entered nine times. However, the cars suffered from mechanical unreliability, including suspension and transmission issues that caused retirements, preventing additional victories for the type that year. In 1966, updated the Lotus 38 with chassis reinforcements and returned to the USAC series under STP sponsorship, pairing a 4.2-liter Ford V8 with the existing ZF . drove chassis 38/4 to second place at the after qualifying on the front row, though a scoring error initially announced him as the winner before officials corrected it to award the victory to Graham Hill's Lola T90. , Clark's STP teammate, crashed chassis 38/7 on lap 161 in the same race. Clark's schedule was limited by Formula 1 commitments, but the Lotus 38 saw action in other events like and Trenton, where reliability concerns persisted. won the championship, with Lotus entries contributing to Ford's overall dominance in the series. By 1967, the Lotus 38 was phased out in favor of the new Lotus 42 four-wheel-drive cars and the experimental Lotus 56 turbine, but surviving chassis remained competitive in private hands. STP continued backing Team Lotus, with Graham Hill driving a Lotus 42 at Indianapolis while Clark campaigned chassis 38/7—the rebuilt ex-Unser car—to a 16th-place qualification before retiring on lap 35 with suspension failure. Privateer entries proved more successful; Lloyd Ruby won the Langhorne 100 for owner Gene White in chassis 38/5, marking one of the type's final victories. Al Unser raced sporadically as a privateer that season but primarily in non-Lotus machinery, such as Eagle-Offenhauser entries. Across all three seasons, the eight Lotus 38 chassis secured at least five USAC wins, though exact totals vary by source; two were destroyed in crashes (38/2 in 1967 and 38/6 in 1966 practice at Milwaukee), with the rest preserved or raced into the late 1960s.

Legacy and Preservation

Innovations and Influence

The Lotus 38 pioneered the use of a rear-engine chassis in (USAC) racing, marking a significant departure from the dominant front-engine roadsters that had defined Indianapolis-style competition for decades. Designed by Len Terry under Colin Chapman's oversight, the car's aluminum tub provided superior structural rigidity and lightness compared to traditional ladder-frame constructions, enabling better with the mid-mounted four-camshaft Ford . This facilitated enhanced through a sleek, low-drag body with integrated air intakes and a tapered rear, reducing weight while improving handling on ovals. The design's offset suspension further optimized cornering for left-turn tracks like , contributing to the car's qualification dominance in 1965. The Lotus 38's success decisively shifted design paradigms, accelerating the transition to rear-engine layouts and ending the era of front-engine roadsters by the late 1960s. Its victory at the , powered by the Ford V8, challenged the long-standing dominance of engines, as only six front-engine cars qualified that year amid the influx of lighter, more agile rear-engine challengers. This prompted USAC to implement rule changes for 1965, including methanol fuel mandates, 75-gallon tank limits, required two pit stops, and crushable fuel cells, aimed at curbing the efficiency advantages of designs like the Lotus 38 and forcing strategic racing. The car's influence extended to imitators, with Len Terry's subsequent Eagle chassis for Dan Gurney's debuting in 1966 and A.J. Foyt's series evolving directly from Lotus 38 copies, leading to universal rear-engine adoption by and qualifying lap records like Mario Andretti's 158.849 mph one-lap mark in 1965. Moreover, the 38 was the first car to complete the at an average speed exceeding 150 mph, achieving 150.686 mph and setting a benchmark for performance gains. Beyond , the Lotus 38 embodied Chapman's philosophy of lightweight, minimalist engineering, which permeated through earlier applications like the 1962 Lotus 25 and reinforced the "" of American motorsport. This cultural and technical influx popularized European design principles in the U.S., inspiring a generation of chassis builders to prioritize and reduced mass for competitive edges in oval racing. The 38's legacy thus catalyzed broader advancements in motorsport, where rear-engine s became standard, enhancing safety and speed across disciplines.

Surviving Cars

Of the eight Lotus 38 chassis constructed between 1965 and 1966, two were destroyed during racing incidents: chassis 38/2 in a 1967 qualifying accident involving driver Bob Christie, and chassis 38/6 in a start-line pile-up at the 1966 500. The remaining six examples represent a rare survival rate, given the intense attrition from high-speed oval racing and testing crashes that claimed many early challengers. These chassis are distributed between public museums and private collections, with preservation efforts emphasizing historical accuracy and operational viability where possible. Chassis 38/1, which Jim Clark drove to victory in the 1965 Indianapolis 500—the first win for a rear-engined car at the event—is preserved at the Henry Ford Museum in Dearborn, Michigan. Acquired by the museum shortly after the race, it remained largely unrestored for decades until a comprehensive conservation by Classic Team Lotus in England during 2010, which returned it to running condition while retaining original components such as the Ford DOHC V8 engine. The car has since appeared in demonstrations, including a 2013 tribute parade at the Goodwood Revival led by driver Dario Franchitti. Chassis 38/3 resides in the in , as part of the former Harrah Collection; it is displayed in the livery of driver from its 1966 racing appearances. Chassis 38/4, built using salvage from a 1965 testing accident, is held in a private American collection and was restored to its original specification, including the Ford V8 powertrain; it has participated in historic events like the in the late 1990s and early 2000s under owner Jim Jaeger. Chassis 38/5, raced by drivers including Roger McCluskey and , underwent restoration by specialist Walter Goodwin from 2016 to 2017 and remains in private ownership in the United States. 38/7, updated with offset suspension for 1967 Indianapolis specifications, was fully restored by and is owned by Nick Fennell in the ; it is on loan to the in Duns, , where it highlights Clark's final Indy campaigns. The restoration earned a award in 2019 for its fidelity to period details. 38/8, the final example built, is preserved by a private collector in the United States (Chuck Haines as of 2019) and entered restoration with in 2019; no further updates on completion as of November 2025. The scarcity of surviving Lotus 38s stems from the model's demanding use in Indianapolis-style , where structural failures and collisions were common; no remains entirely unrestored in original condition due to the need for periodic maintenance and repairs to combat and wear on the aluminum tubs. Organizations such as Classic Team Lotus have led preservation initiatives, verifying authenticity against factory records and original blueprints to ensure these artifacts retain their engineering integrity for educational and demonstrative purposes.

References

  1. https://www.oldracingcars.com/lotus/38/
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  3. https://www.conceptcarz.com/profile/10827%2C13700/1965-lotus-type-38.aspx
  4. http://colinchapmanmuseum.co.uk/?page_id=3130
  5. https://www.thehenryford.org/collections-and-research/digital-collections/artifact/162619
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  7. http://colinchapmanmuseum.co.uk/?page_id=2285
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  9. https://classicteamlotus.co.uk/en/news/posts/2014/len-terry-talent-ability/
  10. https://www.motorsportmagazine.com/articles/us-scene/indycar/great-racing-cars-1965-67-lotus-38/
  11. https://www.motorsportmagazine.com/archive/article/july-2010/40/history-in-the-remaking/
  12. https://www.ultimatecarpage.com/spec/630/Lotus-38-Ford.html
  13. https://forums.autosport.com/topic/156277-lotus-38/
  14. https://www.conceptcarz.com/s13700/lotus-type-38.aspx
  15. https://www.ultimatecarpage.com/txt/630/2/Lotus-38-Ford.html
  16. https://www.facebook.com/groups/112213797311/posts/10155325333937312/
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  18. https://forums.autosport.com/topic/225794-lotus-38-conundrum/
  19. https://www.indianapolismotorspeedway.com/events/indy500/history/historical-stats/race-stats/records/four-lap-qualification-records
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  21. https://www.indianapolismotorspeedway.com/events/indy500/history/historical-stats/race-stats/race-results/1965
  22. https://vault.si.com/vault/1965/06/07/fiery-500-for-a-cool-scot
  23. https://www.motorsportmagazine.com/database/races/1965-indianapolis-500/
  24. https://www.autoweek.com/racing/indycar/a1841821/81-jim-clark-wins-1965-indy-500-rare-lotus-38/
  25. https://www.indianapolismotorspeedway.com/events/indy500/history/historical-stats/race-stats/race-results/1966
  26. https://formula143.org/2021/05/15/1966-lotus-38-ford-stp-gas-treatment-spl-clark/
  27. http://www.champcarstats.com/year/1966.htm
  28. https://formula143.org/2021/05/15/1967-lotus-38-ford-stp-oil-treatment-spl-clark/
  29. http://www.champcarstats.com/year/1967.htm
  30. https://www.amalgamcollection.com/blogs/news/delve-into-the-details-the-lotus-38
  31. https://forums.autosport.com/topic/46028-whereabouts-of-the-lotus-38s/
  32. https://www.youtube.com/watch?v=q66bIdw0srw
  33. https://automuseum.org/vehicle-inventory/
  34. https://www.ultimatecarpage.com/chassis/2259/Lotus-38-Ford-38-4.html
  35. https://jimclarktrust.com/news/jim-clark-lotus-38-to-be-displayed-at-the-new-jim-clark-motorsport-museum/
  36. https://classicteamlotus.co.uk/en/news/posts/2019/lotus-38-wins-royal-automobile-club-award/
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