The T70 Mk2 Spyder
The MkII version of the T70 claims to be the most successful sports car of 1966, and rightly so since it won some of the most important UK races as well as the USSRC and Can-Am Championships in North America.
Eric Broadley's T70 sports prototype was upgraded from the same successful formula as the Mk I by having an American-sourced V8 engine in a small prototype chassis. Most of the successful cars were run with the small-block Chevrolet engines, but one victory was achieved with the Ford 333 and Penske tried the 427 Chevrolet with no success whatsoever. The MkII specification introduced much more aluminum in the chassis which reduced the overall weight by 32 kg (70 lbs). More weight was saved by using color-impregnated fiberglass. This resulted in a 289 Ford-powered T70 weighing just 726 kgs (1500 lbs) while the Chevrolet 327 was at 726 kgs (1600 lbs). Other small changes that came with the Mk II were wider wheels, consolidated radiators with one large cooling unit in the nose and revised suspension points. In total 33 MkII Spyders were built and this series is the most successful of all the T70 variants. Denny Hulme won 11 races in Europe driving SL71/31 for Sidney Taylor winning the first of five races outright including the Tourist Trophy at Oulton Park. The first Mk II was delivered to Team Surtees and John won first time out at the Guards Trophy Meeting at Brands Hatch. Drivers such as Graham Hill and David Hobbs drove for the Surtees team with great success. Brian Redman also scored two victories for Red Rose Racing in SL71/27. In 1966 16 cars were delivered to the USA and won the USSRC championship in both 1966 and 1967. Being the US agent, the Mecom Racing Team was under great pressure to perform. They sold the cars to private teams which used drivers such as George Follmer, Dan Gurney, Mark Donohue, Roger Penske and Buck Fulp. T70s won the first two rounds of the CanAm championship in 1966 which was eventually won by John Surtees.
Length 196" (4,978mm)
Height 37.4" (950mm)
Width 72" (1,830mm)
Wheelbase 95" (2,410mm)
Front Track 54" (1,372mm)
Rear Track 54" (1,372mm)

Aluminium monocoque in L163, L72 and NS4 aircraft spec materials
Monel solid rivets throughout, minimal use of blind/pop rivets
Steel fabricated pick-up points for suspension and structural members
One piece roll-over bar intergrated into chassis structure
Fully epoxy-bonded throughout

Made from original Lola period moulds
One-piece nose and tail sections
Headlight, tail-lights and covers included
Ancillaries - rear view mirrors, nose deflectors and adjustable rear gurneys

Unequal length upper and lower wishbones
Cast magnesium alloy uprights
Coil-over adjustable Koni dampers
Fully adjustable
Adjustable anti-roll bars

12" solid discs with Girling two piston hydraulic callipers
Brake cooling ducts fitted
Twin Girling master cylinders with cockpit adjustable brake balance

Instrumentation and Electrical
Stack tachometer/data display
Smith gauges and waterproof aircraft spec switches
Oil press; oil temp; water temp; fuel pressure displayed
Rear gearbox driven alternator
Complete fused circuits
12v ignition system with high output coil

Wheels and Tyres
15" x 8" wide front magnesium alloy
15" x 10" wide rear magnesium alloy
Dunlop treaded tyres

Engine/Transmission Installation
Four into one stainless steel with collector and tailpipe
V8 Chevrolet and Ford engines
Setrab oil coolers and aluminum water radiator
Aeroquip hoses and fittings
Hewland LG600 gearbox, magnesium alloy, five speed and reverse
Sliding universal joints
Gearbox cooler