Lotus Elise

Fast Facts

• Best model: They’re all good
• Worst model: One that’s been crashed
• Budget buy: Any early car
• OK for unleaded?: Yes
• Will it fit in the garage? (mm): Easily
• Spares situation: Generally good
• DIY ease?: Mechanical only
• Club support: Good
• Appreciating asset?: Only in the long term
• Good buy or good-bye?: Good buy, no question

Hard top doesn’t detract from style and makes car more civilised in winter. Crude hood is no fun at all really

Front end is prone to knocks and usual GRP crazing

Lovely little detail touches but car has few fripperies

Minimalist cabin costs just £450 to renovate. Floors can suffer from surface corrosion but is only cosmetic

K-Series engine is sharp but suspect, especially the head gasket which usually destroys the head, too

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Like the original Lotus 7 the Elise is built purely for fun. But buy a good one and you’ll also enjoy one of the most cost-effective modern classics

When it comes to driver’s cars, few are more focused than Lotus’s Elise and Exige. Even the most hard-core hot hatch is overweight and ponderous compared with this marvel from Hethel; anything that made these Lotuses less agile, less focused and more practical was ditched during the development process. Of course that shouldn’t be any surprise; Lotus has a reputation for building fi nehandling cars, largely down to Colin Chapman’s maxim of ‘just adding lightness’. Despite the astonishing performance offered by the Elise and Exige, you don’t need to fi nd a fortune to buy one of your own – and running costs needn’t be crippling either. That low weight ensures amazing economy, while reliability levels are pretty good too, as long as the car isn’t thrashed mercilessly at every opportunity. Of course the big problem here is that these cars generally are caned constantly, because the cars just beg for it. That’s when things can start to go awry, which is why any potential purchase needs to be inspected very closely; read on and we’ll guide you through the maze.

History

The Elise was launched in July 1996, with 118bhp 16-valve fuel-injected Rover-sourced K-Series engine. Alloy wheels, immobiliser and cloth trim were all standard, while leather trim and metallic paint were extra-cost options. Various tuning companies offered fruitier Elises almost immediately, but the fi rst offi cial high-performance edition was unleashed in March 1998; the 187bhp Elise 190 VHPD (Very High Performance Derivative) went on sale. Although it was built more as a track day special, with race seats and harnesses, roll cage and adjustable suspension, it was also road-legal! Hot on the heels of the VHPD was the 340R, which was unveiled at the 1998 British Motor Show. Perhaps the most extreme Elise variant of all, it was initially planned to be a regular production car, but ultimately just 340 examples were built so they’re already a modern classic.

In March 1999 the Elise Sprint appeared, but it was quickly rebadged the 111S, with a 143bhp version of the VVC K-Series engine. That meant variable valve timing was standard, plus six-spoke alloys, additional rear spoiler and wider rear tyres. At the same time, the Sport 135 appeared, but just 50 were built, each with uprated brakes and suspension. The fi nal versions of the Series 1 Elise were released in May 2000. The Sport 160 produced 160bhp from a non-VVC version of the K-Series engine; it also featured a higher rear wing and metallic grey fi ve-spoke alloys. It was around this time that the Exige went on sale. Effectively a fi xedhead Elise with a 177bhp version of the 340R powerplant, there was also the option of upgrading to 190bhp if the 0-60mph time of just 4.7 seconds was a bit on the slow side. The Exige also featured a close-ratio gearbox while there was much more downforce thanks to a huge rear wing. Another signifi cant difference over the Elise was the steering, which was more direct thanks to a fresh steering rack, giving just 2.3 turns between locks.

As well as these standard production editions, there were all sorts of special editions such as the Type 49, Type 79 and GT1. All built in tiny numbers, they all provided the same pure driving experience of the regular Elise – which means plenty of smiles per mile.

Driving

This is where the Lotus really makes sense. The car was designed with one thing in mind and that was to offer the best possible driving experience. With a mid-mounted engine for perfect poise, plus light weight and stiffness courtesy of the alloy superstructure, the Elise is one of the few cars that offers greater agility than the original Elan – which is quite a feat. While most driver’s cars have controls that are overdamped, that’s not something which affl icts the Elise; driving experiences don’t come much more raw than here. The brakes – which don’t have the ‘benefit’ of ABS – are perfectly weighted and so is the steering, while the driving position puts you right in the thick of the action. However, there’s one downside to all this, and that’s the lack of practicality. You might say that the Elise isn’t about things as dull as practicality, and perhaps you’d be right. But after getting out of the car at the end of a long, fast journey with your ears ringing, and you might not be so enamoured. It may be more usable than a Seven, but the Elise is really little more than a driving toy unless you’re able to travel very light when you go away, and you don’t mind the constant wind, road and mechanical noise. In short you have to be as hard core as the car.

Prices

Early Elises start at £7500, but don’t assume that because this is the start point, any car priced at this level will be a money pit. This money will buy you a perfectly okay Elise, but it won’t have had much in the way of upgrades (or perhaps proper maintenance). This might be a good thing; unmolested cars are the ones that have probably led the easiest lives as some of the more heavily upgraded examples will have seen masses of track action. Your best bet is to find £9000-£10,000 for a really nice relatively low-mileage car, built towards the end of production. However, if you want something truly special you can pay up to £13,000 for one of the last cars built, with a low mileage – at this money you can also buy an early Series 2 car, which is arguably the way to go. If you’d prefer an Exige, you’ll have to dig pretty deep as just 500 examples of the S1 were made and they’ve held their value very well. It’s easy to spend £20,000 on one; indeed you’ll be doing well to pick up a decent low mileage example for much less. And remember, mileage is important with these because of that highly stressed engine which often doesn’t last long. It’s the same with the 340R, with just 340 examples built, values are the same and so is the caveat about engine life. Cars that have had offi cial Lotus Motorsport parts fi tted are usually worth more than completely standard cars. However, an Elise decked out with parts produced by unknown aftermarket suppliers will normally be worth less than a standard car because the quality is so variable.

Improvements

You’re unlikely to fi nd a completely standard example of the Elise, as most owners tended to change wheels and upgrade brakes, suspension or exhausts as soon as the car was delivered. Done correctly, such modifications make the car even more enjoyable to drive – as well as more usable in most cases. It’s easy to squeeze some extra horses out of the Rover engine, but be wary of powerplants that are peaky because the owner has gone over the top. Also be wary of cars that have had major brake upgrades; the cars don’t need better stopping power because of the low weight. Any owner that has invested heavily on better brakes has probably caned the car mercilessly at every opportunity. The suspension is also pretty good for road use, but defi -nitely needs changes for track days. If you try out a car that’s got ultra-hard suspension, ask how often it’s been taken on the track; the chances are that it’s spent more time going round circuits than it has on the public road. The best Elises are those that have had a few sympathetic upgrades rather than wholesale replacement of major parts. Also, genuine Lotus upgrades is the best route to take, as some aftermarket modifi cations can make an Elise much worse instead of better. After all, when the base vehicle is as good as this, you need to be very careful before meddling with the mix. Oh and have any car properly tracked and set up by a specialist as it’s the best ‘mod’ of all…

Three Of A Kind

Vauxhall VX220

Built alongside the Elise, the VX220 was overlooked due to its badge, yet it’s the better car. More relaxing to drive, the Vauxhall Astra engine has more torque than the Lotus unit, while the track is wider so the handling characteristics are less edgy. Equipment levels also tend to be higher, while a seriously fast Turbo was offered, with revised suspension for tamer handling.

Toyota MR2 Mk3

Less practical than you might think, the Mk3 MR2 was an improvement over the Mk2 as it went back to its no-frills driver’s roots. Lightweight and sporty, the MR2 is a great car to drive but much less raw than the Lotus although there’s no luggage space at all. Beware of imports without proper security while a smashed rear window means the whole hood has to be renewed.

MGF

It doesn’t offer anything like the raw thrills of the Elise, but it’s cheap to buy, also uses 1.8-litre K-Series power and it’s another mid-engined sportster. Best buy is a non-VVC manual car, as the CVT is nasty and the VVC engine goes out of tune all too easily. Also watch out for a blown head gasket, damaged coolant pipes or damp cabin due to a leaky hood. Chassis needs proper setting up.