Anthony Colin Bruce Chapman set up Lotus in club to make modified number of sport - racing car , and quickly moved to route cars , as well . In this article , you ’ll find out about Lotus elevator car , from Chapman ’s depressed - weightiness philosophy to the Lotus Elan ’s role in a pop telly serial publication .
Starting with 1959 ’s Lotus Elite , Chapman built the Earth ’s first car with unit fiberglass structure , in an effort to keep body weight as low as possible . This principle ( if not the specific implementation ) reappear in each Lotus , from the popular and collectable Lotus Elan through the aggressive , mid - engine Lotus Esprit .
Lotus began small , and remain so to this Clarence Shepard Day Jr. , produce small Book of Numbers of vehicles , and provide consulting to other manufacturers , peculiarly in the finer head of engine intent and fibreglass grammatical construction .
Come explore the story of Lotus , beginning on the next varlet with the Lotus Elite .
To learn more about Lotus and other sports cars, see:
Lotus Elite
The Lotus Elite was Anthony Colin Bruce Chapman ’s first route design following the output of several sport - racing cars . Chapman earned renown in his native England with a serial publication of early-50s racing “ specials , ” then set up up a small company call in Lotus to produce humble numbers of sports - racing automobile to his design . Before long , however , his ambition turned to road cars , and in 1957 he announced the slick Elite coupe as his first . Though displayed at that yr ’s London Motor Show , it was n’t amply developed , so customer delivery did n’t start until 1959 .
The Elite was not only the first practical roadgoing Lotus but the world ’s first product car with unitized fiberglass construction , with no more than a midget amount of steel rigidifying . ( This compares with the Chevrolet Corvette , which uses a fibreglass body on a separate steel frame . ) Chapman , who wish his railroad car as low-cal as potential , imagine this the ideal elbow room to save free weight without compromising structural rigidity . It also seemed the most affordable approach . A separate anatomy was sometime chapeau , he felt , while a monocoque would have been too costly if built in blade .
Though beautiful and a real image - booster , the Elite was not a corporal success . It was unrefined and unreliable in many ways , which hindered cut-rate sale , while production price proved higher than carry , so it never made any money . bad , the fibreglass monocoque try such a difficult twist chore that Lotus had to tack supplier in midstream , the late , higher - quality shell add up from a subsidiary of Bristol Aeroplane Company . Nevertheless , this was valuable production experience that would stand Lotus in adept stead when it turn to the totally more virtual Elan in the early 1960s .
And despite its problem , the Elite was a technical marvel . The monocoque was highly light-colored , as was the engine , an all - aluminum overhead - Cam River four issue by Coventry - Climax . Chapman had persuade C - C to productionize its FWA racing engine , which it enlarge into the torquier FWE unit for the Elite ( hence the different end initial ) .
Independent front suspension and all - disc brake system were expected , but ACBC had devise a simple and effective irs that he nervily called “ Chapman strut ” suspension . It was plainly a modified MacPherson - swagger layout transfer to the rear , but it match perfectly with the layout and concept of this skimpy and lovely coupe . Like sport - racing Lotus , the Elite had soft spring and relatively steadfast shock absorbers for a comfortable ride with truly excellent grip and handling balance .
The result of all this was a car that weigh half as much as a Jaguar XK140 but was almost as dissolute and far more frugal , thus further corroborate Chapman ’s weightiness - save blueprint philosophy . gloomy aerodynamic drag further aided both carrying into action and fuel efficiency , while road manner were responsive – quite feline , in fact .
But refinement – that is , the deficiency thence – was the Elite ’s fall . With all run geared wheel bolted directly to the main social organization , and given the superior noise - transmission property of fibreglass versus steel , too much mechanical and road ruction found their direction into the cockpit , make the Elite tiring as an everyday car . Also , the barrel - division door rule out fall - down windows , so occupier either had to swelter in lovesome weather condition or polish off the windows all . And with a wheelbase of just 88.2 inches , cockpit room was limit for big folks , a real shortcoming that would characterize future Lotuses .
Finally , there was pitiable craftsmanship , another failing that would persist far into Lotus ’s future tense . The Elite was designed , and mostly built , as a outfit to take advantage of British tax laws that levied a punishing surcharge on assembled car . Yet even manufactory - build Elites were rather tenuous , especially in America ’s more demanding aim condition . This and the U.S. importer ’s financial problems and subsequent upheaval did nothing for sales or Lotus ’s reputation here , especially since the Stateside price was a lofty $ 4780 POE .
Yet when all was in order , the Elite was a magnificent driving machine : quick , smooth - riding , amazingly obedient . And it became even upright . serial publication II railcar , produced beginning in 1960 , had revise rearward abeyance and a ZF gearbox , while a few later examples were ramp up as “ Super 95 ” and “ Super 105 ” models with more powerful C - C engine . Still , the last Elite was fundamentally the same as the first .
Alas , demand evaporate once the Elan was revealed in 1962 , and a tentative proposal to continue the Elite with the new Lotus - Ford twincam engine was abandoned .
But the Elite was certainly an auspicious get-go for a small company entering the product - gondola tilt . More than that , it was a modern milestone that was even recognized as such in its own time . Colin Chapman had done well indeed .
Lotus Europa
Lotus ’s mid - engine racing cable car achieved worldwide renown before Colin Chapman got around to a midships road automobile . Not that he had n’t wanted to offer a railroad car like the Lotus Europa , but until the mid-60s , he could n’t ascertain a suited proprietary powertrain uncommitted in quantity . Besides , his facilities were already full building Elans . Then Renault stick in its first front - drive car , the 16 sedan , in 1965 , and Chapman was fascinate – enough to get a more roomy manufactory at the wartime U.S. Air Force bomber landing field at Hethel , near Norwich .
Chapman punctually arranged to corrupt modified 16 drivetrains from Renault for a young mid - engine model to be designed and build by Lotus . As part of the deal , sales would be limited to the Continent for the first span of years , reflect Chapman ’s desire to establish a presence in the recently imprint European Common Market , another cause for the Renault mechanicals . Chapman diplomatically suggested the name “ Europe , ” which was soon changed to Europa , and the first roadgoing mid - engine Lotus was born .
What Chapman grease one’s palms was the 16 ’s front - drive transaxle and a tuned , 78 - HP version of its 1470 - cc operating cost - valve all - alloy four . Because the powertrain would sit down “ north - south ” behind the cockpit and ahead of the back wheel in the rearward - parkway Europa , the net drive was modify and the engine turn back - to - front , with the inline gearbox trailing behind . Like other roadgoing Lotuses , a fiberglass body sat atop a sword guts frame with all - independent coil - spring suspension .
Styling was neat if slightly foreign . The low nose with bring out headlamps was no problem ( rather like the Elite ’s , in fact ) but the rear living quarters were comic , with unsubtle , eminent sail panels aft of the doors that make the Europa its “ breadvan ” nickname . A flat detachable locomotive cover lived between the sail , just below a slit - alike rearward windowpane . Bodies and chassis were ab initio bonded together , which helped structural stiffness but complicated accident repairs .
Retrospectively called “ Series 1 , ” the first Europas were delivered in early 1967 after a late-’66 launching , and were sold factory - built or in kit frame like other roadgoing Egyptian water lily . Lightweight construction again paid off in surprising carrying out with great fuel economy , while the midships layout meant little soundbox roll , high traction , and the kind of handle the world had come to expect of Lotus – all this plus the usual fine drive and a very attractive cost .
But all was not bliss . operation disappointed many , as did the hamper Interior Department , fixed door windows , odd styling , and typically patchy Lotus workmanship . The Series 2 Europa , announce in 1968 , do some of these problems . Bodywork was decamp on rather than bonded to comfort fortuity repairs , window now moved electrically to reduce claustrophobia , the engine top was new hinged , and a bit more outer space was receive for luggage ( behind the locomotive engine ) and around the pedal . For the U.S. market , the larger 1565 - cc 16TS engine forestall top executive - sapping emissions controls .
British Europa sales commenced in mid-1969 , and Chapman hired a new project technologist named Mike Kimberley ( Lotus ’s chief executive at this writing ) away from Jaguar . One of his first Job was to develop an even less offbeat , more powerful Europa .
The solvent seem in October 1971 as the Series 3 Twin - Cam , with the 105 - bhp Lotus - Ford dohc four as used in the front - locomotive Elan Sprint and Elan + 2S 130 – and originally rule out for the Europa ! The Renault transaxle was keep on . Styling was castrate via cut - down rearward quarters for improved driver imaginativeness , plus new hurl - admixture road bike . In this variant , the Europa was good for up to 120 mph unconditional out ( versus the previous 110 ) .
Late 1972 brought the even better Europa Special , with the 126 - bhp “ Big - Valve ” engine and a fresh 5 - f number Renault transaxle , the latter optional at first but made standard in 1974 . Top speed ameliorate to 125 miles per hour plus , and there were correspond increase in standing - start quickening .
But Lotus was work on a more grown - up middie , the chiseled Giugiaro - designed Esprit , reveal in 1975 . Thus , the Europa pass into story much loved , if not overly mourned in luminousness of its arresting successor .
At least U.S. enthusiasts arrest the sound of the breed . Though imports were sporadic through late 1969 , the Europa was officially certified for American sales agreement after that , which means most examples on today ’s market will be the desirable S3 and Special models .
Lotus Elan
Colin Chapman was a canny Brit whose credo was that ease , light , and streamline wins the race . After a modest startle in the late 1940s souping - up bantam Austin Sevens , he formed Lotus Cars in 1952 and win renown with atomic number 13 - bodied sports - racers that proved jumbo - sea wolf despite small engines and somewhat thin natures . Lotus soon expanded into route cars with the stark , speedy Seven roadster , followed in 1959 by the refined Elite coupe , the earth ’s first yield car with full unitized fibreglass construction . But the Elan would showcase Chapman ’s philosophy that lighter is better .
In 1962 , Chapman changed the shape of race with rear - locomotive Formula 1 and Indianapolis cars . They made Lotus the decade ’s dominant power in international open - wheel rivalry . That same year brought an every bit revolutionary roadgoing Lotus , the Elan . Like the Elite , it was a petite fibreglass - bodied two - seater with a front four - cylinder railway locomotive , all - disc brake , wheel - and - pinion steering , and all - coil sovereign suspension with rear MacPherson prance . Also per Lotus tradition , the Elan was sold in both assembled and kit form ( the latter avoiding high taxes in Britain ) .
But the Elan was a far more practical – and saleable – Lotus than the Elite . A neatly styled runabout with hidden headlamp , it eschewed its herald ’s nervous Coventry - Climax locomotive for a prominent , more authentic British Ford - based whole with a new Lotus - design twincam cylinder head that gave all form of revvy performance in concert with Chapman ’s weight - witting engine room . The Elan also pioneered a raw Lotus stylemark : a sturdy sheet - sword “ backbone ” chassis with forked ends for carrying the drivetrain and last drive . Though the design dictated a high essence burrow , it made for flat cornering and tiptop - reactive manipulation that were nation - of - the - sportswoman - car artistic production .
The Elan evolved steadily over a dozen years, gaining a bit more power, a companion coupe, and nicer appointments, even siring a stretched “+2” coupe series. The final version, the 1971-74 Sprint, was arguably the best, thanks to its 126-hp “Big Valve” engine. Yet every Elan was what Road & Track once called “a gutty little car, highly refined in some areas and crude in others. [It calls] for a lot of concentration and skill if the driver is to handle it smoothly – [but] the rewards of great cornering powers and a marvelously intimate connection between driver and road are worth the trouble.” Colin Chapman wouldn’t have it any other way.
The Elan evolved steady over a dozen years , gaining a morsel more power , a companion coupe , and nicer appointments , even engender a stretched “ +2 ” coupe serial . The net version , the 1971 - 74 Sprint , was arguably the good , thanks to its 126 - hp “ Big Valve ” engine . Yet every Elan was whatRoad & Trackonce called “ a gutty little auto , extremely refined in some arena and rough in others . [ It calls ] for a fate of assiduity and science if the machine driver is to manage it smoothly – [ but ] the reinforcement of great cornering power and a wonderfully informal connexion between driver and road are worth the trouble . ” Colin Chapman would n’t have it any other way .
Lotus Esprit V-8
Some elevator car get better with eld . Take the Lotus Esprit . The 1996 V-8 model is n’t just the newest sport railway car from “ Britain ’s Porsche , ” it ’s the ultimate translation of a modern-day classic , a car that ’s see Lotus through good times and bad .
go into production in 1975 , the Esprit was the second roadgoing mid - engine Lotus , after the 1967 - time of origin Europa . In addition to the shew marque authentication of two - rump fibreglass bodywork , steel anchor chassis , and race - show self-governing suspension , the Esprit had trendy “ doorstopper ” styling by Italy ’s Giorgetto Giugiaro and Lotus ’s young 2.0 - litre twincam four . It was mounted longitudinally and have 160 hp ( 140 in U.S. tune ) through a five - speed transaxle for 0 - 60 miles per hour in nine second or less .
The 1982 dying of founder Colin Chapman began a troubled era for Lotus , but the Esprit hung on as sister example died . The first major improvement came with 1980 ’s “ S2.2 , ” mention for its exaggerated 2.2 - liter locomotive engine . More exciting was a 150 - miles per hour Turbo Esprit with 210 hp , a stiffer chassis , larger wheels and brakes , and revise suspension that also benefit 1981 ’s non - turbo Series 3 . SE models debuted in 1987 with 228 hp in the Turbo , then 264 from ’ 89 , and a smooth - contour restyle by Britisher Peter Stevens . The transposition S4s of ’ 93 were the most luxurious esprit ever and sired the strongest of the four - cylinder breed , the turbo Sport 300 and similar S4S , both with 300 horsepower and sub - five - second 0 - 60 ability .
Despite such performance , turbo Esprits were always in high spirits - strung mounts demand an expert driver ( preferably of jockey form ) and a copious man ’s mean . Today , thanks to Lotus ’s new 350 - hp aluminium matching - cam duplicate - turbo V-8 , the Esprit fulfills Chapman ’s original visual sense of a smooth , refined , mid - railway locomotive supercar – though it ’s only about as nimble as an S45 . Still , indite Paul Frere forRoad & Track , it “ puts you in charge of a fantastic engine , performance in the Porsche Turbo class , superb handling and a surprisingly good ride . ” What ’s more , 20 year of heedful honing finally produce a Lotus “ that is beautifully made , down to the smallest details . ”
