Marque: Lotus - Company History & Models - Cars By Brand

Past: The old Vauxhall Carlton GSi saloon was a hugely competent upmarket big barge, but a 180 mph supercar? Well yes, thanks to Lotus. This Carlton was the fastest ever production saloon, when introduced in 1990. Apart from twin turbo power, the LC boasted a six-speed Corvette transmission and an accordingly uprated chassis by Lotus. Running for just four years, this Ferrari-beater was a victim of the ‘90s recession and insurance costs. See last page for a fuller appreciation of this fine supercar saloon.

Present: What a car! On the one hand there’s Ferrarieating pace yet it’s as refined and comfortable as a normal Carlton GSi. Even today these are seriously quick cars that – shorn of electronic aids – makes a Cossie look positively tame by comparison.

Future: Due to limited production run, the LC was classic from the outset. Still fair value for money, parts supply is not especially good but club support is.

Past: After the chaos of the original Lotus Cortina in terms of build quality, Ford brought the production in-house to improve matters. And the overall result was a real improvement over the Mk1, although lacking its charisma. Apart from higher tuned SE engines, Mk2s used higher gearing for more relaxed driving and Ford slowly diluted the Lotus hand in things by ditching badge for a simple Twin Cam moniker. Some cars were converted to V6 power to make a Savage.

Present: While the Mk1 is the more fun and coveted, Mk2 is the more rounded, civilised and higher geared car. In terms of pep the two are very similar although cruder Mk1 feels that it’s flying along by comparison!

Future: If you are after a Lotus Cortina then the Mk2 is the bargain buy (around half the price of a Mk1 still!) and remains so mainly because there’s more around (4032 produced). It won’t stay this way for long – so get one now!

Past: Successor to the original Elan, the all-new replacement has a lot going for it. Emerging in 1989 (after the take-over of Lotus by General Motors) it was fwd using Isuzu power. Only a handful of non SE cars were produced and aren’t anything as desirable as the Turbo (SE). S2 came out in 1994 with improved chassis, catalyst and in SE spec only.

Present: Whisper this – but some Lotus experts reckon that the M100 is the best car Lotus has ever made! Reliable, rapid and user-friendly, Chapman would have approved of this modern Elan. Non SE cars lacking turbo power are okay but a dead duck to sell on so only buy if a car is cheap or ultra good.

Future: Here’s another modern Lotus that’s creeping up in value and they make cheap MX-5 level buys. SEs most wanted of course and most are still in good nick. As a ‘first rung’ Lotus you can’t really go wrong here.

Past: The Elite took the sports car world by storm when introduced at the 1957 London Motor Show – and no wonder. It was light years ahead of its rivals, and even today the spec is high tec! With its lightweight windcheating, monococque GRP body/chassis, with an allindependent suspension and a 1.2-litre Coventry Climax engine the car was, and remains, a classic. Road versions surfaced in ‘59, S2 with 83bhp option and better build for ‘60. Lotus also built 23 twin-Weber carbed Supers with 95bhp from May ‘62 – but car dropped a year later to make way for the Elan.

Present: Not nearly as refined as its price tag suggested, the Elite is best as a weekend plaything where the handling and ride still shine. There’s only lively performance from expensive to fix engine.

Future: They sell for big money these days but restos are complex and costly although most have been done by now

Past: Designed to replace the Seven Europa is still an often overlooked Lotus. Mid-engined, using Renault 16 power, it was designed for European markets initially and didn’t arrive in the UK until S2 was introduced in ‘68. Proper Lotus Twin Cam power for ‘71with super sexy JPSliveried Special (using Big Valve heads and five-speeds) a year later. Displaced by Esprit in 1975.

Present: A more hardcore car than Elan, the Europa was a sensation when new and even now delights with its agility. Early S1s rare but best to avoid due to bonded chassis. Renault cars are lively but S2s with Ford power best. Cramped poorly ventilated and noisy cockpit marks it out a fun car rather than a GT touring classic.

Future: Now becoming a lot more appreciated, Europas are better value than Elans although most are in a poorer shape. Restos are costly and complicated, especially the S1. Mid engine layout lends itself to alien engine swaps.

Past: Brilliant hardcore sports car that’s stood the test of time to become an all time great. Designed as a road racer with few compromises, early cars used Ford and BMC power, progressing over the decades to accept Lotus TC, Vauxhall 16v and Rover K Series engines – to name a few. Essential character has always remained the same, thankfully.

Present: Seven is the closest thing to a four-wheeled superbike and still one of the fastest A-B cars thanks to megga pace (although top speed isn’t great) and handling. Scant refinement even on new ones but long cockpit chassis (1982) at least makes driving position tolerable!

Future: They’ll always be a market for good Caterhams although square cut S4s (1970-73) are least liked. Most hold their values well although restos are surprisingly pretty rare even though easy enough. Probably because you can buy brand new from around £16k in kit form?

Past: Not one of Chapman’s best efforts… Launched in 1974 to move Lotus upmarket the hatchback Elite replaced the Elan with the fastback Eclat arriving late in 1975 to save the range. Strange GTs that had their merits, Eclat name disappeared in ‘85 to make way for the Excel, which had the benefit of Toyota running gear for smoothness and durability plus 180bhp. Indeed the Excel was a fine car by the time it bowed out in 1992.

Present: Genuine 2+2s with great handling, these wedgies are better than their reputation suggests. Most had five-speeds and power steering, with auto also an option although very rare and unpopular.

Future: Buy now is the advice as these cars will catch on… But many are ropey and restorations outweigh their ‘street’ values so get the best you can from the outset. Excels are by far the best bets – Elites seem to be generally unloved although this is starting to change.