||Elan Plus 2S 130 Coupe
restored project vehicle that needs paint, the interior installed and
the engine finished (it needs a cylinder head & carbs), most all other parts come with the
car and the chassis is gorgeous -
completely powder coated and restored, incl brakes, suspension, rear
differential and new rims / tires. Put your Elan body / interior
on this chassis, turn it into a track car or restore it to factory new
|3 keys - 0 remote
/ best offer
on the above thumbnails to view full screen
photographs of this automobile. More photos
available upon request.
(VIN: 72020254N), lightweight (1,530 pounds), nimble and outrageously fun to drive - the Lotus Elan Plus 2 is the epitome
of Colin Chapman’s belief that light weight will trip huge horsepower
every time. The Lotus Elan was the first Lotus road
car to use a steel backbone chassis with a fiberglass body. This
style of construction was to be repeated in subsequent
Lotus models for nearly three decades and when hired to help develop
the DeLorean DMC-12. The Elan chassis was also
the design inspiration for the Mazda Miata and Toyota 2000GT. The
Elan was technologically advanced with a DOHC
1,558 cc engine, four-wheel disc brakes, rack and pinion steering, and
4-wheel independent suspension. Gordon Murray,
designer of the McLaren F1 super car, reportedly said that his only
disappointment with the McLaren F1 was that he could
give it the perfect steering of the Lotus Elan. This is a half
restored project vehicle that needs paint, the interior installed
and the engine finished (it needs a cylinder head and there is a newly
rebuilt (by Jack Ingram of Lotus Racing) Weber head
and set of Weber carbs available for $5,500.00), all parts come with
the car and the chassis is gorgeous - completely powder
coated and restored, incl
brakes, suspension, rear differential and new rims / tires. The
711M tall block engine has been fully
rebuilt as well as the
transmission and differential (info below). Put your Elan body / interior on
this chassis, turn it into a track
car or restore it to factory new
condition! You can finish this Elan in any exterior and interior
color you choose - a lot of work
has already been done!
Information on this Elan:
- body 90% stripped of paint - stripped with orange chemical stripper
- 80% new interior pieces comes with the car incl. stuffed and recovered seats with new rails, full carpet set, dashboard rear
quarter panels and door panels are included as well as some of old interior, including the headliner
- chassis was totally stripped and powder coated red and had all new bushings installed
- brakes have SS pistons and lines with new rotors, pads and calipers
- Front end has Spyder front wishbones and drop link bushings
- steering rack has new bellows and clamps
- new frustacones
- new adjustable shocks and springs
- rear half shafts have been converted to solid CV joint drive with flanges coming out of the differential - from Tony Thompson
Racing in Leicestershire UK
- all front and rear end parts have been powder coated
- factory alloy knock-off rims and Michelin XAS tires have never been on the road
- $600 dash from Madeira concepts
- door glass is in place, windshield and rear window is on a pallet
- Receipts from Dave Bean Engineering, RD Enterprises, Spyder Engineering, Tony Thompson Racing
- fully rebuilt 711M tall block engine incl. standard Lotus size cast pistons, new pin bushings, new big end and crank bushings
and standard flywheel - all reciprocating parts were dynamically balanced.
- 4-sped trans has been totally rebuilt incl. shift lever and boss,
shift housing bushing, lower bushing liner, main shaft bearing,
needle bearings, tail shaft seal, input shaft seal,
full gasket set, shift forks, front and rear thrust washers.
What this Lotus Elan Needs:
cylinder head and intake (available)
carbs and linkage (available)
headers / exhaust manifold & exhaust system
Tires: Michelin XAS tires (155/82 HR-13) with Tread Measurements: DF: 10/32, PF: 10/32,
DR: 10/32, PR: 10/32 (10/32 is new tire tread depth).
02/1972 - delivered to the US to the distributor BMCD of San Francisco
1972 - purchased by first owner (rumored to be the Mitchell Borthers) in San Francisco, CA and registered in CA.
1981 - purchased by Linda Krafft of San Francisco, CA (last registered for road use in 1990)
11/05/2001 - purchased by A.Corwin of Bethel Island, CA
07/03/2006 - purchased by J.Kenner of Sebastopol, CA
04/08/2015 - purchased by E.Schick of Birmingham, MI
02/19/2019 - purchased by Brian Buxton and transported to Indiana
03/2019 - vehicle offered for sale by Buxton Motorsports in Evansville, IN
History of service:
Unknown - see info on chassis and drivetrain restoration above.
Basic Information on the Lotus Elan:
2004, Sports Car International named the Elan number six on the list of
Top Sports Cars of the 1960’s. The original version of the car was
designed by Ron Hickman, who also designed the first Lotus Europa as
part of Lotus' GT40 project bid and made his fortune having designed
the Black & Decker Workmate.
Because of its successful design and rigorous attention to cost control
on the body, chassis, engine and transmission, the Elan become Lotus'
first commercial success and contributed to the funding of its
achievements in racing over the next ten years. It revived a
company stretched thin by the more exotic, expensive to build, and
rather unreliable Lotus Elite, which used a fiberglass monocoque body
/chassis and all aluminium Coventry Climax engine.
The original Elan 1500 was introduced in 1962 as a roadster.
After a very short production run of just 22 cars the engine was
enlarged and the car was re-designated the Elan 1600. An optional
hardtop was also offered. The Elan 1600 of 1963 was replaced by
the Elan S2 in 1964. In 1965 the Type 36, a fixed head coupe
version of the car, was introduced while in 1966 the drop head coupe
Type 26 was replaced by the Type 45. Both Types, 36 & 45,
were offered initially in S3 form, followed in 1968 in S4 form, and
finally in 1970 as the Elan Sprint. Production of the Sprint
ceased in 1973. The standard (Std) S2, S3 & S4 models were
also available in a slightly more powerful and luxurious "Special
Equipment" variant, generally referred to as the SE (e.g. Lotus Elan S3
In the UK the Elan was offered as a fully assembled vehicle and, for
tax avoidance purposes, as a lower cost kit for final assembly by the
The Elan was widely admired and praised by customers and reviewers,
noted for its exceptional handling, road holding, steering,
acceleration, braking and comfort:
Car and Driver:
The Elan very simply represents the sports car developed in tune with
the state of the art. It comes closer than anything else on the
market to providing a Formula car for ordinary street use. And it
fits like a Sprite, goes like a Corvette, and handles like a Formula
Junior. Driving it is very simply another sort of automotive
experience altogether. Most people tend to come back from their
first ride a little bit glassy-eyed.
Road and Track: The
light and tactile steering, combined with supple suspension and a
weird, physics-defying sense of zero weight transfer in corners,
provides a sensation akin to flying just over the ground. I'm
convinced there's a powerful pleasure center in the brain that remains
untapped until you drive an Elan. It's almost a drug.
Motor Sport: The
tremendously responsive steering and handling requires similar
qualities from the driver and the speeds achieved round corners and on
the straight are deceptively fast. This, therefore, calls for a
lot of concentration on the driver's part. Once mastered,
however, the Elan is the nearest thing to a single-seater racing car
one is likely to be able to drive comfortably on the road. To
master the car and explore its tremendous handling potential along that
delightfully twisty piece of road one knows so well is close on
perfection for the sporting motorist.
The total production number for the Lotus Elan is not definitively
known; however John Bolster, in his book "The Lotus Elan and Europa: A
Collector's Guide", provides a number of 12,224 (S1-3: 7,895; S4:
2,976; Sprint: 1,353). This number was occasionally used by Lotus
Meanwhile, Paul Robinshaw and Christopher Ross, in their book "The
Original 1962–1973 Lotus Elan", assert that Lotus' somewhat erratic
record keeping at the time meant that vehicle serial numbers were not
entirely sequential or consistent. Their assessment suggests the
actual count to be in the range 8,676-9,153 (S1: 900; S2: 1,250; S3:
2,650; S4: 2976-3,000; Sprint: 900-1353).
As of April 2018, the voluntary, and thus inevitably incomplete, Lotus
Elan registry lists approximately 1,100 known remaining vehicles
(including approximately 330 +2 models) in over 30 countries.
While the structure of the Elan followed a entirely traditional
approach for sports cars of the time - front engine, rear wheel drive -
its design included novel ideas that found their way into the designs
of other manufacturers' vehicles. Examples include: Mazda
MX-5 (Mazda Miata in North America). The original Elan is usually
credited as being the design inspiration for this sports car in
1989. Two Elans were intimately evaluated by Mazda in the process
of designing the MX-5. The Toyota 2000GT. This sports car
used a chassis that bears a striking resemblance to the Lotus Elan.
Famous celebrities, past & present, who owned and / or drove a Lotus Elan include:
Peter Sellers - English comedian.
Jim Clark - Scottish racing driver.
Paul Newman - American actor.
Jay Leno - American TV personality.
Michael Crawford - English actor, singer, comedian.
Noel Redding - English rock musician (Jimi Hendrix Experience & Fat Mattress)
This generation of the two-seater Elan was famously driven by Diana
Rigg in the character of Emma Peel in the 1960s British television
series The Avengers.
The reference to a car accident in the Beatles song "A Day in the Life"
was apocryphally based on Tara Browne's fatal accident in his Lotus
Despite the fact that the Lotus Elan has been (and continues to be)
used extensively for racing it was Lotus' first car that was not
designed with racing in mind. (The earlier Lotus Elite was
designed as a road car and also to compete in high-efficiency classes
at Le Mans. Nevertheless, because owners assumed that all Lotus
cars were designed for racing, it soon found its way onto the track,
however unsuitable. Lotus resisted modifying the car to make it
more suitable for racing but eventually created a racing version of the
Elan. Robinshaw / Ross quote Colin Chapman:
"When we announced the Elan we said 'This is a
touring car, it is not intended for racing and have done no competition
development on it.' The fact that customers bought them and tried to
race them was originally no concern of ours, but in the second year we
thought, well, if these people insist on racing them then we'd better
get down to some proper development. They were too softly sprung,
too softly damped, tore their doughnuts apart and had all sorts of
drama, but it was the name, and people thought they must be racing
Motor Sport: Mechanically,
the 26R differed by featuring racing lightweight competition-spec
wishbones, sliding spline drive shafts in place of rubber joints,
bigger anti-roll bars and a degree of reinforcement around the
suspension pick-up points. Pedals were repositioned to aid
heel-and-toeing, dual circuit brakes with twin master cylinders and
light alloy calipers coming as standard. As did a 140 bhp
Cosworth-tuned ‘four’ although up to 160bhp was offered in time.
Other changes included flared wheel arches, which allowed for larger wheels and tires, and a lighter body shell.
The basic structure of the Lotus Elan comprised a fabricated mild steel
backbone chassis, similar to a double ended tuning fork, and a
fiberglass body. The chassis was the primary stressed component,
providing the necessary bending and torsional rigidity. The
fiberglass body was solidly bolted to the chassis at 16 points, fitting
over it like a saddle. While not highly stressed the body
nevertheless added to the overall rigidity of the structure. As
such, the chassis should more properly be considered a subframe - it is
readily changeable and most Elans on the road today have had a new
chassis fitted at some point, either due to accident or decay.
The engine & gearbox are located between the front fork arms and
the differential between the rear fork arms. The front & rear
suspensions attach to the ends of their respective arms (turrets at the
end of the arms hold the suspension springs & dampers).
This design resulted in light weight, high rigidity (by contemporary
standards), and easy driver/passenger access through wide door openings
with low sills. Driver and passenger protection from front and
rear impact was acceptable for its time, but side impact protection was
The engine, gearbox and differential were all sourced from Ford UK
components. See below for details on the engine. The gearbox was
a high volume unit used widely across the Ford range (Anglia, Cortina,
etc.). Lotus offered regular and close ratio versions. The
differential unit was also sourced from Ford but converted for
independent rear suspension use (contemporary Ford cars used live rear
axles). Three differential ratios were offered at various times
during the production life of the vehicle: 3.55, 3.77 and 3.9.
Most Elans were fitted with 3.77 differentials. 3.90 differentials,
which provided the best acceleration, were often favored by purchasers
of early cars, while 3.55 differentials became more common in later
cars (especially the more powerful Sprints) to provide more relaxed
cruising on newly built highways.
The final drive used four Rotoflex couplings[a] to connect the
differential output shafts to the rear hubs. These "rubber doughnut"
couplings were widely used at the time for road vehicles (e.g. Hillman
Imp, Triumph GT6) and racing (e.g. Ford GT40, Lotus 21), prior to the
availability of constant velocity (CV) joints. In the case of the
Elan, which had exceptionally supple rear suspension that allowed
significant vertical wheel travel, the deformation of the Rotoflexes in
operation resulted in some "wind up" of the couplings. This could
be readily detected by the driver, especially at take off and during
gear changes, and was slightly disconcerting when driving an Elan for
the first time. In practice drivers typically adjusted their
clutch technique within a few minutes and no longer noticed it.
In recent years the uncertain quality of replacement Rotoflex
couplings, combined with the availability of half-shafts built with CV
joints, has resulted in many Elans being converted from Rotoflex to CV
A notable feature of the drive train design was its use of standard,
mass-produced components in combination with a minimal number of
specialized aluminium castings to create a power unit and transmission
suitable for a high performance sports car:
These three items were unique to the Elan (although the engine was
subsequently used widely in other vehicles). The 1,558 cc "Lotus
TwinCam" engine was based on the Ford Kent Pre-Crossflow four-cylinder
1,498 cc engine, with a Harry Mundy-designed two-valve alloy
chain-driven twin-cam head. The rights to this design was later
purchased by Ford, which renamed it the "Lotus-Ford Twin Cam". It would
go on to be used in a number of Ford and Lotus production and racing
Lotus reported different power outputs for the Twin Cam engine during
the production of the Elan. Prior to the release of the Sprint
the following outputs were reported in the Workshop Manual.
The Elan utilized modern technologies for its suspension, steering and
brakes. The overall design was simple and easily maintained. In
common with many Lotus cars they were perhaps the Elan's most highly
The front suspension was based on Triumph wheel uprights & steering
components while the remaining pieces were of Lotus design. The
layout was a classic double wishbone arrangement with coilover springs
and shock absorbers. Each "wishbone" consisted of two separate
arms, with the upper pair connected to a ball joint at the top of the
suspension upright and the bottom pair connected to a trunnion joint at
the base of the upright. The bottom pair also held the base of
the shock absorber and coil spring assembly (the top being connected to
its chassis suspension tower).
Similarly, the steering was of classic rack and pinion design, the
Triumph rack (originally acquired from Alford & Alder) being
modified for the Elan's narrow track with custom track rods and rack
collars that set the minimum turning radius. The steering, 2 2⁄3
turns lock-to-lock, was not power assisted, which allowed for the
visceral steering feel for which the Elan was famous.
Rear suspension: The
Chapman Strut rear suspension was designed and manufactured by
Lotus. A single brazed "A frame" wishbone was bolted to each side
of the base of a cast aluminum upright /wheel-hub, and to the chassis
at two, widely set, points. The shock absorber and coil spring
strut was integrated into the upright and bolted via a rubber
"Lotocone" coupling to its chassis suspension tower. This
resulted in a simple design with just three chassis connection points.
disk brakes (9.5 in (241 mm) front and 10.0 in (254 mm) rear) were
supplied by Girling. Most Elans used a single hydraulic circuit
although Federal cars were fitted with dual circuits. Early Elan
brake systems were not servo assisted, but servos were fitted to SE and
later models. In practice the Elan was light enough that power
assistance for the brakes was not required, so the provision of servo
assistance may have offered a marketing benefit as much as a functional
Lotus relied heavily on suppliers of mass produced parts to create the Elan. These included:
Engine/Gearbox/Differential from Ford UK.
Front suspension and steering from Triumph (Herald/Spitfire/Vitesse).
Electrical systems from Lucas (dynamo, starter, wiring, relays, ignition, lighting, etc.).
Instrumentation & other electrical from Smiths (speedometer, tachometer, heater, etc.).
Carburetors from Weber, Dell'Orto and Zenith-Stromberg (depending on model).
Brakes from Girling.
Picks: A restoration project that would take very little to get back on the road!
See "What this Lotus Elan needs" above. The full set of photos show the
condition, so please request and review them..
Numerical Condition Evaluation:
(1 denotes Very Poor / Item needs replacement, 10 denotes Excellent / Showroom New)
CONV. TOP: n/a
WINDSHIELD / GLASS: 10
INT. CARPETING: 10
SERVICE RECORDS / OWNERSHIP HISTORY: 5
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provided from previous owners and any paperwork that may be available
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equipment on our cars is in working order, unless noted as
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pick-up on every single detail or flaw. Please keep expectations
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