Fast Facts

• Best model: Plus 2S
• Worst model: Anything that hasn’t been cared for
• Budget buy: Plus 2
• OK for unleaded?: No, will most likely need additives
• Will it fit in the garage? (mm): L 14’ x W 5’3.5” (2S)
• Spares situation: Excellent
• DIY ease?: Generally good
• Club support: Excellent
• Appreciating asset?: Yes, much underrated
• Good buy or good-bye?: Arguably the best Elan produced

Later models actually dropped Elan from name!

Period adverts showed Plus 2 as a family car although in truth it’s not overly roomy even for young children

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The family-sized Plus 2 is not only the cheapest Elan but, in many ways, it’s also the best

The Plus 2 has never been as loved as its smaller siblings. Perhaps it’s a 2+2 thing because like the E-type we featured last month, the addition of a familysized derivative to the range somehow takes the edge off the appeal for most enthusiasts. And again, like the Jag, the Elan Plus 2 is invariably overlooked in favour of the more traditionally desirable two-seater. That’s a mistake because the Plus 2 is more than just an Elan with an extra pair of seats. It has a style and character of its own and offers everything you could want from a classic Lotus as well as improved build quality and better value.

History

Late 1967 saw the addition of the familyfriendly Plus 2 to the already established Elan range. Lotus had left it fi ve years to iron out the initial niggles before releasing the Elan’s more spacious derivative. With its Ford-based 1558cc twin-cam engine, the Plus 2 was seriously brisk, but it had the handling to match the power, thanks to front and rear disc brakes (Triumph Vitesse anchors at the front and Lotus’ own brand at the rear) with rack-and-pinion steering, taken from the Triumph. The chassis was the same but wider by a whopping seven inches and the wheelbase grew by an extra foot. But the Elan Plus 2 could have been a V8! During the early design days there was a mooted merger of Lotus with Jaguar as William Lyons saw Colin Chapman as the heir apparent. The Lotus boss had already been wooed by the lightweight Daimler V8 engine that Jaguar owned and it was a whole lot better than the other units he consideredat the time, such as the old Ford Zephyr 1703cc engine, the yet-to-be-launched V4 Transit lump, the Crossfl ow Kent 1600 and even the Triumph six-pot that ended up in the GT6.

Sensibly, Lotus plumped for the trusty twin cam unit – albeit in less powerful SE tune – to offset the extra weight of the heavier Plus 2, which, at 2086lb renders the 1290lb two-seater a real featherweight. Other mechanical changes included new chassis settings and brake servos. The Elan’s superb shape was dictated by the use of a Capri windscreen a the front bumper from an Anglia and a modifed Wolseley Hornet rear fender, but despite the pleasing end result, Chapman was undecided about the Plus 2 during its development. At £1223, the wallet-friendly Plus 2 undercut Jaguar’s E-type 2+2 by a hefty £500. A plusher Plus 2S surfaced in October ‘68, boasting an even more upmarket interior as well standard fog lights. It was also the fi rst Elan not to be offered in kit form and never offi cially bore the Elan name – it was simply the Lotus Plus 2S – though enthusiasts still called it an Elan! The much-awaited big valve head engines arrived early in 1971. Known as the Elan Sprint,the same engine was transplanted into the Plus 2S to create the 130, which also featured a silver roof to distinguish it from lesser models. From October 1972 the even more sporting Plus 2S 130/5 came with the £120 option of a fi ve-speed gearbox, borrowed from that pioneer of sporting cars that is the Austin Maxi.

In August 1973 the Elan roadster was killed off, but the Plus 2S 130 survived until 1974 before the wedge-shaped Elite took over after some 5200 Plus 2s were built.(who said the less said of this the better-ed?). The Plus 2 received a warm welcome when it rolled off the production line and the press raved about the little Lotus for the family.In 1967 Motor hailed it as a benchmark of a car that “dictated a reappraisal of some of the standards by which we must judge and assess all future cars”. Praise indeed! And, while the Plus 2 never gained true silver screen status of the Elan (care of The Avengers, of course) another crime fi ghter used a Plus 2 to fight his foes. Remember Commander Bucham (Roland Leigh-Hunt) in the children’s programme Freewheelers which starred the son of Last of the Summer Wine’s Compo?

Driving

The Plus 2 may have been designed with families in mind, but it’s still an Elan under the skin. Whichever version you drive, the Elan lives up to its name with poise, agility and a bucketload of zest – more than you’d think possible for a car fast approaching its 50th. Whisper it, but some reckon that the larger, wider-tracked Plus 2 handles even better than the normal Elan. Certainly road tests had little to gripe about. “We can only talk in superlatives. The uncanny cornering powers of this remarkable machine equal and probably exceed those of any production car we have ever driven before: similarly the handling and brakes are certainly not bettered,” exclaimed Motor in its September 1967 road test. Even fi ve years on, and after many rivals had raised their game, Autocar concluded that in despite some shortcomings in 130/5 guise it remained a “light, sensitive driver’s car”. Today, of course, a modern, grippy hot hatch will show the Lotus the way home, but it’s how the Elan serves up the thrills that counts more. It was the fi rst sports car that demanded to be driven with fi ngertips rather than by grabbed the scruff of the neck, even if grip levels seem somewhat lowly these days thanks to the Cortina-sized wheels. The Elan was a quick car in its day and even now it rarely disappoints. Autocar clocked a Plus 2S 130/5 at 121mph dead after it sprinted to from 0-60mph in 7.7 seconds, and even a standard Plus 2 is Gti fast. But what makes the Elan so zippy is not just its power to weight ratio but, like the Mini Cooper, its diminutive dimensions ensure that there’s much more road room to play with than rivals or moderns can offer. That said the Plus 2 is two foot longer than a normal Elan and subsequently feels a much bigger car in comparison. Of course the real reason for the Elan was fun family motoring. The rear seats were designed for children, though an adult can be transported in tolerable comfort, while the boot is adequate for GT tours. A variety of axle ratios were offered although if you’re planning to cover big miles then the fi ve-speed gearbox fi tted to the 130/5 provides more relaxed gearing but the change isn’t quite as sweet as the original four-speed Ford ‘box. A well-cared-for Elan is good for 25mpg in normal driving conditions, which was exceptional for its time.

Prices

Plus 2s are worth less than two-seater Elans, but the gap is closing. A restoration project is worth around £1500 and a usable Plus 2 will command about £7000. The best examples are worth £18,000, but worry not, as there are enough around for you to be choosy.

Improvements

Properly set up and maintained, a standard Elan is more than satisfying. However, there are plenty of mods you can do to make this great car even better

Engine
In standard form the Lotus lump kicked out between 118-126bhp, but these hand-built engines can vary in the horsepower stakes. A careful rebuild – or even a dedicated decoke – can release a lot of extra power as can a session on a rolling road where the jets and timing can be individually adjusted to their optimum settings. Modern air fi lters are also a good, cost effective swap as is a better exhaust manifold from either a Lotus specialist or world famous Ford tuner Burton Power of Ilford, Essex. Uprating a standard engine to SE or big valve Sprint spec is straightforward, while stock Sprint cams are as good as anything for fast yet fl exible road use. Again, Burton is an expert in twin cams and can advise. If you’re after period mods, try hunting down BRM ‘Phase’ camshafts which were used in racing by Lotus. Two mods well worth considering are a set-for-life ‘breakerless’ electronic ignition (the carbs/manifold have to come off to set the points!) and a superior radiator, such as a rebuilt, Stage One design from Radtec. Incidentally, if the engine’s bottom end is kaput then you can use an existing Ford block, although the capacity will be wrong. However a 1500 unit can successfully be bored out to 1650cc while a 1600 crossfl ow can be stretched to 1760 or 1835cc for more torque.

Suspension
A thorough overhaul to standard spec (making sure the ride height is spot on) is all that most drivers will ever need as the Elan’s standard handling is sublime. But the bigger Plus 2 can be improved with an upgrade. Paul Matty sells a dedicated spring, damper and anti-roll bar kit that, with larger 14-inch wheels, is said to transform the car and and turn in into an even more agile and responsive machine than the two seater – all for around £600. Otherwise it’s just a case of better springs and dampers from the main players such as Koni, Gaz, Spax and so on plus ‘poly’ bushing the suspension if the standard ones are shot. Don’t lower the car but do have the geometry fully set up by a good specialist.

Brakes
In standard form the Elan used simple Triumph discs and if in good order, they are still up to the job. The Plus 2 used larger brakes and it’s the fi rst step toward improved stopping along with EBS ‘Green Stuff’ pads and uprated discs.

Wheels and tyres
You rarely see a big bubble arched Elan – even racing ones – as the chassis works well enough on such skinny tyres; 155 x13s were standard wear and even the 130/5 used only 165s but speak to a tyre specialist (such as Longstone of Doncaster) for a good period tyre choice. A good geometry check and adjust by a Lotus expert is money well spent.

Three Of A Kind

Lotus Elite/Eclat/Excel

Launched to replace the Plus 2 the oddly-styled hatchback Elite, and the later coupe Eclat, missed the mark by miles despite lavish interiors, a new 16-valve engine and a chassis that was well acclaimed at the time. But the car was too rough and ready and only became worth it as the Excel with Toyota running gear. Most are nasty and neglected but rare good ones are cheap supercars.

Alfa Romero GTV

Released at the same time, the delectable Alfa Romeo GTV 2+2 was a close rival to the Plus 2 on price and driver appeal, although couldn’t match the Lotus for pure pace. Values are similar to the Elan’s but there are many rust-ridden cars around and restoration costs can be hefty. The 1750 GTV is most preferred but the 2000 is lustier and there’s a small but peppy 1300 that has it’s own unique appeal.

Lancia Fulvia

This is the sort of car Chapman would have approved of and, in fact, he was considering using the sharp and swift V4 engine in the Plus 2. Launched a year before the Lotus, the Fulvia ran for ten years, and it’s a beautifully engineered coupe that was streets ahead of its rivals. Today they are good value but most rusted away and restoration projects are costly. Find an sound HF, though, and you’re on to a winner.