Car Reviews > Lotus > Elan > Lotus Elan (1990 - 1995) Car Review

LOTUS RE-POSITION

BY ANDY ENRIGHT

It’s probably fair to say that the Lotus Elan is a something of a forgotten gem. Amid all the acclaim lavished upon its successor, the Elise, the front-wheel drive Elan has slipped down the back of the automotive sofa somewhat, waiting to be rediscovered by a new generation of sports car drivers

Prematurely killed off by Lotus in 1995, the Elan is still probably the finest handling front-wheel drive car available, although Honda’s Integra Type-R and Ford’s Racing Puma could well be in with a shout. Perhaps the cutesy styling undersold this excellent drivers car, but the astute used buyer could pick up a bargain before the rest of the market remembers what a great car the Elan was and indeed still is.

History

When working on the final stages of Project M100 in 1989, few staff at Lotus’ Hethel factory realised that the name ‘Elan’ was about to be revived. Although carrying a significant weight of Norfolk heritage on its broad shoulders, the new Peter Stevens designed Elan looked to be well able to carry it off. Designed and built at a time when Lotus was cash-rich through its General Motors parent company, the Elan was a car that was engineered in a far more thorough manner than any new Lotus product before it.

Two models were available at launch, both using a variant of an Isuzu engine, the 130bhp Elan 1.6, which retailed at £17,850 and the punchy 165bhp Elan SE Turbo, on sale for £19,850. Although GM’s development finances flowed freely, a downturn in the European and US economies coincided with the Elan’s launch and two-seater roadster sales were hit hard. GM’s projections of 100 sales per month in the US soon began to look optimistic, and figures bear this out, heavily discounted Elans clocking up 40 sales per month was nearer the mark. When the figures were totted up it was realised that development costs had spiralled out of control, compounded by the fact that the Elan was both difficult and expensive to manufacture.

The turbulent history of Lotus merits a book in itself, but when the American giant finally divested itself of the Norfolk company the Elan was virtually dead, the last of the Series 1 cars being built in July 1992. Of the 3855 Elans built to this point 96% were turbocharged SE models, indicating the normally aspirated car’s relatively high pricing. New owner Bugatti had no plans for the Elan until a warehouse full of spare Isuzu engines was discovered in early 1994, large enough to warrant a limited run of Elans. Titled the Series 2, Bugatti sensibly did away with the normally aspirated option and fitted larger 16-inch wheels to give a more contemporary look, along with some minor suspension changes to accommodate the bigger rubberwear. The steering

Opinion

The Elan is a pretty straightforward proposition. Ignoring the limited interest normally aspirated version, what do you get? A keen, buzzy Isuzu motor accompanied by the usual whoosh, whistle and chatter from the IHI turbocharger and intimate accommodation for two close friends. The interior is the usual late eighties/early nineties plastic dungeon, and although there are worse culprits than the Elan about, it is inside that the car shows its age. Whereas the exterior styling has aged really rather well, the interior doesn’t look so clever.

The first thing you’ll notice is the combination of a very low seating position and a high scuttle and window line. Along with the disappearing snout and tail, bulky wiper blade and rear blind spot this makes visibility something less than perfect, hindering initial confidence. You also tend to slide down the seats, especially if the owner opted for leather trim. Despite the seemingly haphazard switchgear arrangement, it’s easy to get used to, and the steering wheel and gearlever are perfectly placed with a pedal box that encourages natty heel-and-toe footwork. Luggage space is predictably dismal, and you’ll need to bear in mind that ABS was only offered on the Series 2 cars, with no Elans being fitted with airbags.

Cost

Prices for the Elan start at around £3,500 for an early 1990 normally aspirated car which, being as rare as rocking horse teeth, won’t make finding a good one easy. A more fruitful course of action is trying to locate a Turbo SE, typical values of which are £5,500 for a 1992 J-registered car or £6,500 for the last of the K plate models. A far more satisfying proposition is the Series 2 Turbo, which starts at £10,500 on a 1994 M-plate and rises to £11,500 for the last of the 1996 N-registered cars. All turbocharged Lotus Elans attract a fairly reasonable insurance grouping of 16.

Problems?

Despite the massive development budget, there are certain areas of the Elan that feel somewhat Heath Robinson. Adopt the ‘hand-built low volume British sports car’ mentality when dealing with the hood. Alternatively put a towel on your right leg if it looks like anything other than a light shower, as the Elan’s roof has more leaks than Labour central office.

The engine is a tough unit, although the Cam Angle Sensor is a noted weak point. This sensor fails frequently due to internal corrosion, resulting in rough running, with the fuel injectors firing off at seemingly random intervals. The turbocharger is a largely reliable device, but it’s best to leave it to cool down for a minute or so after prolonged high speed running. Many Elan owners fit an aftermarket ‘turbo timer’ to perform this function for them. Always run an Elan on fully synthetic oil to better dissipate heat.

Gear linkage failures are a fairly common problem on early cars, as is the engine torque damper and exhaust system. Other gremlins include pop-up headlamp motors, electric windows, torn or damaged soft tops, faded paints (especially red), and loose front hub carrier ball joints. Check the door windows for signs of scoring on the internal door guides, and don’t worry too much about rattles from the fascia, doors or hood. All Lotus Elans rattle.

Inspect the glassfibre bodywork for signs of accident damage or abuse. Took a good look at all the panels in natural light for crazing, starring and paint fade. Don’t automatically assume that poor panel fit is evidence of a shunt, as most Elans have some decidedly wonky panel fit, partly due to the difficulties in making GRP fit together nicely. Why do you think the TVR Tuscan had big scallops on the leading edge of the doors and trailing edge of the bonnet? Take a test drive with the hood down, as poorly fitting tops can lift at the rear at high speed, adding excess wind noise to the symphony of buzzes, whistles and rattles. A warped hood frame can be

Parts

(approx prices based on Series 2 Elan) Those of you worried about the cost of running an Elan can rest easy here. Parts prices are surprisingly reasonable. Whilst a cynic would point out that it’s just as well, the Elan owner can smile smugly knowing that a replacement exhaust system will cost £170 minus catalyst, whilst a clutch assembly is a none too terrifying £130. A set of front brake pads is £50 and a pair for the rear are around £60 An alternator is around £350, and a starter motor only a few pounds less. A dip beam unit for the front headlamp is £60, with a main beam retailing at around £30.

Road

This is where all those hours spent fiddling with the hood, trying to top up the gearbox oil and attempting to retrieve generic rattling things from inside the door trims become mere detail. It seems as if age has barely touched the Elan. Compared to many of today’s roadsters, the Elan will still show them a receding view of its chubby rump. Once the turbocharger has given a hefty blast at 4000rpm, the engine feels like its trying to burst its cam covers, and in the lower gear ratios it sizzles up toward its 7000rpm red line with manic verve. The aural accompaniment isn’t the most tuneful, but the Elan is undeniably effective.

by Autoweb