20 Dave Bean Tour

21 Dixon All-British show & Swap

25 Mt Hamilton run by Mike Schlicht

23 Woodside Rallye

18-20 Monterey Historics

19 meeting at Monterey Historics?

18-20 LOG—Toronto

16-17 California Melee

Meeting at ABCM or WCLM?

29 track day At Thunderhill

30-31 Mare Island event (?)

2 Holiday Party/meeting – Castro Valley

The President’s Column

By Scott Hogben

I really pulled the wool over the eyes of apparently quite a few of you members out there last month with my story about blowing up my Seven engine. A good friend of mine, who shall remain nameless, told me I should take the opportunity this month to carry on the fun and dream up some more ghoulish details of hacking on my Seven. But, I decided against it when I found out that some people were taking my story a little too seriously and not giving me enough credit for being the generally responsible person that I am.

The fact is, a couple of people were quite disturbed about the whole thing, so I’m saying it here in black and white, I did NOT blow up the engine in my Seven, nor did I race anyone on the public roads. At first, I was a little upset that after two and half years of writing Chapman Report articles that had an obvious slant toward keeping original engines and such, that people would even think I would do something like drop a V8 in my Seven! It was something that obviously goes against my openly publicized philosophy of "ethical modifications" to a Lotus, so I thought that by the end of the article, it would have left enough of a question mark in people’s minds that they would be suspicious. And to drop an engine like that in with no regard to the rest of the drivetrain would be another giveaway- I thought. It was a giveaway for most, but some took it hook, line, and sinker. But in the end, I guess I have nobody to blame but myself. You see, Daren and I discussed the whole April issue one night over dinner (and some great antique automobilia too!), and we agreed that anything we wrote for the April Fools issue should be done in a manner that would make people think that it was indeed possible. I guess I just went too far and I hope none of you got upset. It’s been a long-standing tradition to do an April Fools issue of the CR and last year I completely forgot about it because of a heavy work load, so I felt I had to make up for it this year.

Anyone who looked up the website I gave in the article knows that it’s real and the weights for the engines I mentioned were real as well. I thought that would add to the believability of the article and I think I made it a little too easy to believe. I suppose I would have helped a few people out if I had chosen a Chevy small block or something like that, but you know me, I like to keep things British whenever possible! The fact is, the Seven sits in the garage, X-Flow engine intact, and waiting for a new rear suspension A-frame that I ordered a few weeks ago. As I write this article, I’ve begun to assemble the necessary raw materials that I’ll need to complete the job of improving the axle location and I should be tearing into it in about a week.

As if I didn’t have enough to do on the Seven alone, I’m pulling double duty trying to get some mods done on the Europa as well. As I’ve mentioned before, I’ve thrown in the towel on the drum brakes on that car and I’ve been doing a lot of research trying to find a good set of rear calipers that I can adapt. Although it’s the more expensive way to go, I’ve found some rather compact Willwood calipers that I think would work the best, and the good part about them is that they’re aluminum. I’ve always argued that since Lotuses are so light, reduction of unsprung weight would have a larger effect than on most cars. But I admit that this is not my primary concern in doing the conversion. Getting a caliper that will improve the stopping distances is the most important thing. A more solid pedal feel would be welcomed too. But trying to find one that meets that criteria AND fit in the limited space available on the rear of a Europa is turning out to be more of chore than I thought it was going to be. In addition, I’m trying to get it done and sorted by the end of July so that I have enough time to put some miles on them before the track day in September.

Speaking of the track day, with last month being the April Fools edition of he CR, I didn’t get a chance to remind everyone that September 29^th is rapidly approaching. As you can see, I’ve got many things to do on my cars and time waits for nobody, so I’m feeling the pressure as I know there will be many distractions along the way that will slow me down even more. I’m still trying to get the tech inspection list on the GGLC website and I hope to have that on within the next couple of weeks. Yeah I know, I said that last time, but things have been a little hot and heavy lately and I haven’t gotten to it yet, but I will! You don’t really need the list in order to get started, and simply getting started is the key. I urge everyone to start looking at your cars now and begin fixing things you know you need to fix. One thing I told myself after last year’s track day, is that I wouldn’t go back out on the track in the Europa without the disks on the back because I know how much more fun I’d have with better brakes. I’m sure a lot of you out there have little things you’d like to get sorted out too. It just makes the experience more pleasurable and it’ll be worth it. Details of the track day will be in the CR soon, so please be on the look-out. The most important thing is to set the day aside and get your cars ready. Prepare those Lotuses and I’ll see you at the next meeting!

Scott

To my surprise we had a good turnout for the first night driving event. Seven club members showed up at the Grand View Restaurant by the time we left at 8:20pm. We had 2 Europa's, 1 Esprit, 1 Seven, 1 Mini and 2 MR2's. The Esprit was the only car with a victim, I mean passenger. This as it turned out was probably a bad idea as this road will reduce any passenger to retching misery by the time you get to Livermore, especially at the pace we were going!

I drove the road two weeks earlier and with the lack of rain I knew that there would be no problems with wet or dirty pavement. As usual most of the people showed up at the restaurant just before 8:00, to late for dinner but most of us decided to have some desert and enjoy the great view. It was a clear night with a full moon, a good omen of things to come. At 8:20 I took off with the pack in close pursuit. The idea of a "relaxed" night drive almost lasted to the second corner.

With the Esprit right on my tail I decided to see what "they got" and pushed the MR2 to about 90%. As usual this didn't faze anybody and in no time I was driving at the limit slowly putting some distance on the group. I decided to stop at Grant Ranch Park and make sure that there where no problems. All I saw was smiles so on we charged to the top of Mount Hamilton. I slowed a couple of times to let the pack catch up and in one loop back I saw the string of headlights weaving up the road in hot pursuit, what a great sight with the lights of the South Bay in the background. At the top we all stopped and admired the view, you could see all the way from San Francisco down to Gilroy. Charlie Rockwell in the Mini turned back and the rest of use motored on into the dark unknown down the backside of Mount Hamilton. The tire traction on the backside was not as good as we where used to and some of us had a few small surprises, nothing major, except the Esprit. At my next waiting point I was expecting to see the Esprit first but instead John Zender in his newly acquired MR2 came rolling up first. As we all waited for the Esprit it became obvious that they where not going to make it. One of the others said that they though the Esprit turned back after getting very loose on a turn. After about 5 minutes the rest of us journeyed on. After a while it became apparent what the main advantage to a night run is, you can see what few cars there are from a long way off. Using the whole road became the norm making it more like driving on a track! At the bottom of the mountain the road straightens out and the speeds touched 100mph, well at least for me. I paused at the end of the valley for the group to catch up and then we charged into the next long (20 mile) twisty stretch. This stretch is almost as twisty as on Mount Hamilton but much flatter so the speeds are higher. This part is probably the most fun and just seems to go on and on. Driving along, all of a sudden the road seems to disappear, it looks like somebody took a bite out of it! No wait, it's one of those rivers (very small stream) that Mike was talking about, back on the gas and lets see how much we can splash it! I stopped after the stream and we all got out and stretched our legs, and then some. Someone indicated that he needed to make a pit stop. It would have been a great photo op, 5 guys lined up on the side of the road under the full moon...

After we where all suitably relieved and everyone was talking about the driving I indicated that we where only about 2/3 of the way to Livermore and some of the best road was yet to come! After crossing one more stream and at least 500 turns I stopped again just before the only bad section of road. We all got out and the comment was made, "Why is there such a good road here!??" Everyone voiced their opinion that this was an amazing road, and a few thought that this was the best Lotus road they had ever seen. From there we could see all the way down to Livermore, still 10 miles away. I went slowly until we passed the "fault" and then charged down the valley to Del Valle Road. We stopped at the junction one last time before doing the last high speed section. As we came out into the Livermore Valley it was time to slow down to more "civilized speeds" and we went on to the Butter Cup Pantry Restaurant via 580. At the restaurant I was pleasantly surprised to find that everyone agreed that this should become a regular event, at least 3 or 4 times a year! They all agreed that running this at nighttime was the best. I then let on that for years I used to do this about once a month, from both directions!

First I must point out that these updates are mandatory, as stated in the purchase agreement by the previous owner, one Michael Ostrov. Not that Mike needed to bind me to this as I thoroughly enjoy writing, and even moreso about cars, but this way you are sure to get some (hopefully) entertaining and inspirational banter and he knows he'll get material for future Club Elite newsletters. Smart man that Mike.

One thing about Mike that may not be readily apparent, is that he possesses a keen sense of sales savvy as evidenced by the completely passive way he lured me in. Much like the neighboring drug dealers who give you your first fix for free was the first time Mike generously loaned me the keys to one of his Elites.

The first drive was in his white Elite, an idyllic toodle over to nearby Sears Point raceway. Following Mike in Elite/Elan # 1 and Alan Perry in my S2 Europa, I was completely charmed by the time we'd reached the track. Pulling into the pits then was icing on the cake as I spied an old friend now masquerading as a driving instructor, now standing transfixed with mouth agape at our entourage. Cooler than a Europa ? With two type 14s in the caravan I don't even think he saw it pass by. I was hooked.

The second drive was a little more of a reality check as by this time I had broached the idea of yet another car, let alone a Lotus, with the spousal unit. Another of Mike's (wise) pre-requisites. Thankfully she enjoyed the silver Elite as both a passenger and a driver, and the stage was set.

Let me stop here for a second and assure you that at least at this point I don't believe that I was completely blinded by these demo drives. Having gone through one Lotus rebuild (and many other British cars), I have the understanding that the difference between one of his shiny, well-kept, turn key Elites and what I would be starting with was a vast abyss of time, effort and cubic dollars. Lest I lose my focus each time I visited Mike I brought myself back to reality by peering into his storage containers, the proverbial type 14 Black Holes of Calcutta. There lies my reality; a grotty car which hadn't turned a wheel in over 11 years and sporting the wrong engine. That was "my" Elite.

Which brings me to a phone call one day in late '99, when Mike asked me if I was in or out. I hesitated for a moment, then jumped. And surprisingly enough, not one second of regret or buyer's remorse has passed since that time. Not when reading the horror stories in old newsletters, not even when I first saw that the entire RH side of the lower subframe was delaminated. Which I am now happy to report, we handily repaired at Mike's shop. Smart man that Mike.

(Much) More to follow ....

Daren Stone

Sunnyvale, CA

USA

We are delighted to announce the participation of Lotus Cars USA in this year's Concorso Italiano to be held Fri Aug 18th. at the Quail Lodge Resort in Carmel Valley. Mr. Arnold "Arnie" Johnson and Lotus Cars USA will have a hospitality tent as part of a very special Lotus display in the Corral area located on the manicured lawn of Quail Lodge's first fairway.

Included in the Lotus display will be some hot new Lotus cars such as the 2001 Esprit, the 340R, the Sport 190 Elise, as well as some very exciting special surprises planned by Lotus Cars USA. Owners of Lotus cars are invited to display their cars as part of what is anticipated to be a very large annual gathering. (NOTE: the participating Club cars do not have to be in concours condition, Ed.)

We at Concorso Italiano are very excited about the prospects of seeing Lotus join us this year. It is no secret that British engineering and Lotus have more than once shown the Italians the quickest way to the checkered flag, and we are proud to have Lotus join us on this day of passionate automotive celebration and appreciation .

Best regards,

Francis G. Mandarano

Chairman, Coucours Italiano

The announcement talked of 3 "exciting programs"; Adult autocross – Learn advanced driving techniques from professional drivers; Student Driver Program – Enter your teenager in a 1½ hour program that teaches safe, responsible driving in a fun-filled setting, behind the wheel of a new BMW 3 Series; "The Ultimate Drive for the Susan G. Komen Breast Cancer Foundation – an optional event designed to help find a cure for this disease.

The whole idea was to allow you to drive some BMW cars so that you’d be enticed to buy one or at least tell your friends how great the cars are. The feature "car" was BMW’s new X5 Sport Activity Vehicle (SAV = ointment??).

The idea of Autocrossing an X5 was enticing to me… I called the 800 number and learned that I could bring 2 guests. I signed up and added a co-worker and GGLCer Tom Carney.

John, my co-worker and I picked up Tom on our way to Candlestick. As we arrived we could see that BMW had set up a number of small courses on which X5’s were circulating. We rounded the parking lot and were directed to the parking area and registration desk. After signing the waivers and all we directed to a showroom area and the X5 café with free food and drinks!

After a few minutes we were shown into a "classroom" where there was a brief video presentation followed by a "chalk" talk by one of the professional instructors. Although the talk part only lasted 30 minutes or so, it was amazing through. The instructor covered the specifications and technology of the X5, over and understeer, weight transfer and driving lines. I think if one was a novice and hadn’t been exposed to performance driving the information might have easily been overwhelming, just too much to really absorb in 15-20 minutes.

Anyway, after the talk we were shown two demonstrations of the X5, first was its full time all wheel drive system. Here they drove an X5 up and incline which featured alternating rollers and wood planks. At most only one wheel was on a wood portion of the ramp, yet the X5 climbed the incline with little difficulty. It was interesting to see the car’s drive system spin, slow and lock wheels independently of each other.

The second demonstration was more dramatic. Two of the X5’s market competitors, the Lexus and MBZ SUTs fitted with outriggers were driven through a quick lane change maneuver at about 40 mph. The outcome was predictable, they fell over onto their outriggers and up onto two wheels. However, watching the steering angles of the front wheels it was evident that the drivers were inducing the tipping, but it was fun to watch… Just as predictably the X5 didn’t even get close to getting up on two, barely lifting one rear, but just a predictably the driver was doing the correct steering for the situation. Score one for knowing what to do and stupid driving will lead to ugly results.

It was then off to the X5 Autocross.

There were 6 courses set up, each with 4 X5’s and about 16 students at each. The program was for the participants to break into groups of 8 and then 2 students per instructor/car. First was the ABS demonstration, blast off from the start and then stomp on the brakes and hear the wheels locking and then disengaging. Then it’s braking and steering, a demonstration of how ABS brakes allow you to turn while under hard brakes. Each participant got an opportunity with the instructor giving tips.

Next the instructor took the driver’s seat and did a slow lap of the course talking brake points, turn-in, apex, acceleration and turn-out points. The next lap was at speed. The course was tight, best lap a high 23 second. From the start box it was a left kink into a tight 90 left, then a quick cresting right, a short stretch into another 90 left. This led onto a quick straight, a 135 left, a quick squirt to a 90 right, kink left into the finish lights.

Participants were next, each getting 3 laps with lots of coaching from the instructor. This was my real first experience driving any vehicle which had all the modern "stupid" driver electronics. Besides ABS, the X5 has a dynamic stability system which uses individual wheel braking to compensate for over and understeer. The system will prevent the car from over accelerating with what it considers is too much steering lock. There’s plenty of horsepower from the 4.4 liter V8, but getting to the wheels is another thing, you’d best have the car pointed pretty straight, otherwise not a whole lot happens when you press on the throttle in mid corner.

My impressions were that the steering was over assisted, having absolutely no feel. The brakes were strong, but the pedal felt disconnected from actual speed retarding and traction at the wheels – a function of the ABS. The throttle was strange, because it was often overrided by the stability system, which would allow the car to accelerate until the system thought it was safe (pointed straight).

Anyway, I kinda muffed the first lap, overcooked a corner, missed an apex, by the 3^rd lap I was getting the hang of the course and the X5. Next up was little team competition, and actual lap times. I put down a 25.4, best in our group of 8 and the two instructors on our team came up with a 24.6 and a 24.08. The next group of 8 participants were next and everyone was in the 26 range, except for one chap that put down a scorcher at 24.63 and the other instructors did a 24.07 and a 23.97.

I asked one of the instructors what the best had been and he stated the Top Time for the instructors was a 23.8, which he had gotten the day before. The 24.6 by participant in the 2^nd group was the best any participant had done all week.

Bottomline, we got a bunch a grins, and got to flog a bunch of cars for free. Tom and I both agreed that racing SAVs is not as much fun as driving a good sports car like a Lotus. And, having all the electronics is probably a good thing for 95% of the drivers on the road, but I was trying to figure out how to get the most of it by compensating and changing my driving to get the most out of the car. Sort of what I do in any car, except in most cars I’m looking for ways to get the most out of the traction that there’s rather than out smarting some computer in the car. The X5 is impressive, but with all the electronics it’s too much like driving a video game.

Join Fangio as he relives some of his greatest victories at Silverstone, Spa, Reims, and the Nurburgring. In an exclusive interview Fangio tells Moss the story behind his kidnap in Cuba, his near-fatal crash at Monza, and how he rates the risks of racing then and now. Color. 75 min. 119407C $19.95

The Pirelli nomenclature is a mystery to me, because this tape is obviously 100% a British production. It is narrated by Stirling Moss, the indefatigable connoisseur of Sour Grapes.

To Rasputin's astonishment, the relentless passage of time and various vicissitudes of life, have been transforming Sir Stirling from a reincarnated blend of Apollo and Genghis Kahn into an articulate and intelligent human being. His appreciation of Fangio’s genius is profound, but as the narration continues, one can sense that way deep down inside, Stirling wants to blurt out: "but I was fahster, because I’m British"

At some point past the halfway mark, the presentation begins to get stuck in the mud, simply because hearing people talk about Fangio is not as interesting as watching Fangio drive. Having heard their opinions there is no reason to ever hear them again, and this portion of the presentation becomes totally redundant. (Redundant was one of Chapman's favorite words). Fortunately, the first half of this tape contains some magnificent racing imagery, which I will watch again and again and again, because it shows the genius and character of a racing driver who will never be surpassed. Viva Fangio.

Classic Motorbooks

PO Box 1

1960 Lotus 18 Formula Jr , restoration in 1996 with less than 20 hours, log book, VARA, HMSA, and SCCA, All sorts of new parts and spare magnesium wheels, includes custom trailer with tie downs and fuel bottles. E. Moles (408) 268-3239

1965 Elan DHC for sale: ex-Orosco car, BRG w/yellow stripes, new top & bows, good condition. Asking $14.5, located in San Jose.

(650) 965-0869. (03/00)

1965 Elan S-2 roadster for sale in Texas. Color is red. Weber head and carbs. Original frame (neither rusted nor wrecked) Transmission & engine. Close Ratio Transmission. Three tail Light configuration. Engine rebuilt less than 500 miles ago with new sleeves, connecting rods & new pistons. New interior. Stainless Steel headers and new exhaust. New vacuum canisters, new dash. New bumpers (front & rear). New ball joints, brakes and cylinders (where needed). New Emergency brake cable. Many spare parts. $12,500.00 e-mail is Scupper@swbell.net. Fax 1-210-829-7708.

1966 Lotus Elan 52 Roadster. Serial number 26/5611 disassembled for Chassis up conversion to racecar. All pieces inspected, rebuilt or replaced. Chassis gusseted and reinforced. Late model racing springs. Swaybar. Cortina Dual brake system. Autopower roll bar ('SC'CA approved). Fuel tank filled with foam. Close ratio Gearbox. Salisbury limited slip 3.77:1 ratio . Tempered inner axle stubs. TR-6 Wheel studs. Engine blueprinted, Bored 0.020 over, Balanced, Head cc'd with SE cams. Intake and exhaust manifold sanded (not polished) to gasket opening, Pan baffled. Straight through 2", tuned, exhaust with "Super Trap" muffler. Raced in 1982 to present in ICSCC, SCCA, HMSA and CSRG. Car has ICSCC and SCCA Vintage Logbook. Won the 1982 to 1987 ICSCC 'C Production" Championship in the Pacific Northwest. Invited to the West Coast runoffs in GT3. Car kept basically stock and can be converted to street legal car with much work. All parts still available. Asking US $12,500 for complete car, parts and licensed single axle trailer. Bill Root - 1054 Camino Verde Circle, Walnut Creek, CA 94596 (925/943-6194) or e-mail: ElanCpe@aol.com

1969 Elan S4 daily driver.  11,000 miles on big valve, mildly modified engine by Rich Kamp (130-135 hp).  Excellent mechanicals, clean body, old paint, original interior.  $14,000 Ed King evking@KINGandHIGGINS.com (415) 781-2888

1972 lotus Elan Sprint Drop Head Coupe. VIN # 0182K. One of approximately 500 Sprints made. Original NorCal. car with 32,000 miles. Car has undergone a complete and correct professional frame off restoration to the highest standards. Panasports w/A008s plus original restored steel wheels and original tires). All stainless suspension and other hardware, stainless steel calipers, gusseted & powder coated chassis, stainless steel header/exhaust system, all suspension components powder coated, new wiring harness, and highly detailed undercarriage engine bay and suspension.

Balanced and blueprinted Stromberg TC (by Crowther Racing) dynoed at 138 hp. New dash, dash pad, carpeting, top, new or rebuilt gauges, and much more.

Complete photo journal with receipts for every item, and itemized summary of expenditures and every piece that was removed from the car and replaced (including nuts and bolts, internal engine components etc.)

Car won "Best Lotus" at 1999 All British meet. Some feel this may be the finest Elan Sprint in the country. $27,500. Paul 925-846-3885 (05/00)

1972 Lotus Europa Twin Cam #2553R. 51K miles (16K miles since complete restoration). Immaculate! Smog Exempt! Essentially stock with some nice upgrades. $10,500—let’s haggle. Call Stephan for the details @ (925) 229-5162 (h) or (510) 245-4523.

1974 Europa Special, 38k miles, original, tired, not running, 99% assembled, all smog equipment, too many cars, $7K. Tom Minnich (562) 697-0547

1990 Lotus Esprit SE; silver paint (factory optional metallic); gray interior leather in excellent condition; 34,000 miles; new Yoko AVS front tires; 70% life left on OEM Goodyear rear tires; new Spax adjustable rear shocks; new brakes all around; Sony removable-face stereo; registration paid through April 2000; new paint on front and rear bumpers; best offer around $30K; Victor @ (650)347-4795 or e-mail @ vholtorf@investorfacts.com

1990 Caterham Super Seven S3, LHD, long cockpit chassis, de Dion, 5 speed, limited slip diff, heated and tinted windscreen, aluminum bell housing, steel braided lines, BRG with yellow and BRG noses, 4 wheel discs, 10K miles. Kent 1750cc super sprint with forged pistons, aluminum roller rockers, flow benched head. 6.5 x 15 Prisoner alloy wheels, standard and FIA roll bars, adjustable rear sway bar, Spax adjustables, 4 Keizer 3 pc 13 x 8 wheels, Brooklands windscreen. $27,500. John Lefcourte, (702) 829-8589 leftys7@aol.com

1991 Lotus Elan M100– 25,000 original miles. Red/grey leather interior. Car is in excellent condition with like new top, upgraded CD player and remote door lock/alarm system. Car has been well maintained and runs/drives very strong. These cars are reliable, quick and tremendous fun to drive. $21,750 or best offer. Call Paul at 925-846-3885 for additional information. (05/00)

Factory Turbo system for Esprit. 7.5cr, 2.2 pistons, turbo, wastegate, blow-thru Dellortos, all cast manifolds, ducts and adaptors. $1500. Steve Lipp. (604) 255-6957 or wigl@radiant.net

Europa parts for sale: Full set of front lower A-arms in excellent condition with new black powdercoat and bushings installed - $100 each or

$300 for the set. John (650)368-9105

motofab@fusiontechology.com

WANTED: BOOKS, BOOKS, BOOKS: I buy Lotus, Lotus related and other car/racing books, including annuals. Foster Cooperstein

16 Madoc Street, Newton Centre, MA 02458

617 965-2058, fjcoop@aol.com (05/00)

WANTED: Lotus related license plates

Foster Cooperstein

16 Madoc Street, Newton Centre, MA 02458

617 965-2058, fjcoop@aol.com (05/00)

Wanted: four Centre caps for Europa Special wheels. Must be in good condition Steve (707) 644-1651 afternoons. (04/00)

Wanted: complete Turbo Esprit motor and/or tranny. Must be late model fuel injected type and Renault tranny. Also need louvers for rear deck lid on Esprit-any year OK. John (650) 368-9105

motofab@fusiontechnology.com

The Chapman Report is published monthly by the Golden Gate Lotus Club, PO Box 117303, Burlingame, CA 94011. The GGLC is a non-profit incorporated car club and is not affiliated with Group Lotus, Team Lotus, or Lotus Cars USA. The GGLC's annual membership dues are $25.00, (effective January 1st, 2000).

Opinions expressed in the Chapman Report are those of the authors and do not necessarily represent those of the GGLC or its officers. Technical advise should be used at your own risk.

Submissions to the Chapman Report are accepted and encouraged. Please E-mail them to lookbusy@ix.netcom.com in MS Word or ASCII DOS text. Submissions may also be mailed to The Chapman Report at 579 Rockport drive, Sunnyvale, CA 94087.

2000 GGLC officers are: President: Scott Hogben, Vice President: Victor Holtorf, Secretary: Jon Rosner, Treasurer: Laura Hamai, Event Coordinator: John Zender, Membership Chairman: David Anderson.

Chapman Report Staff: Editor: Daren Stone, Circulation Manager: Tom Carney, Advertising Manager: Mel Boss.