500-C North Congress Avenue :: Evansville, IN 47715-2493
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(Office) 812-476-2281 :: (Fax) 812-476-2284 :: email me
Year: 2008
Make: Porsche
Model: 911C2S Cabriolet
Ext.Color: Black
Black Fabric top
Int.Color: Black leather
Mileage: 52,855 original
Trans Type: Tiptronic-S
Hallmarks:
Excellent condition, great colors and miles, very well optioned, books / manuals and 2 keys, just serviced, lots of top down fun for the money!
Warranty:
No
Keys-Remotes:
2 keys - 2 remotes
Books-Manuals:
Yes
Price: $42,500.00 / best offer







 












*Click on the above thumbnails to view full screen photographs of this automobile.  More photos available upon request.


Additional Details:

(VIN: WP0CB29918S775931), INFORMATION COMING SOON!!








































oxford white / ebony cloth Recaro seats with suede inserts / black carpeting, 8,900 original

miles, 6-spd. manuals trans, 32-valve 5.2L DOHC Ti-VCT variable valve timing Voodoo V-8 with 526 hp @ 7,500 rpm,

429 lb-ft @ 4,750 rpm., cast aluminum block and heads with a flat plane crank, the crank and rods are made of forged steel

& the pistons are constructed of forged aluminum, short tube 4-into-2 headers, 2-piece vented brake rotors with Brembo

calipers, electronically assisted power steering, independent rear suspension, launch control / line lock, Torsen differential

with 3.73 axle ratio, 4-channel ABS, driver and front passenger are each provided with front / side / knee air bags and a

3-point seat belt, Options: 19” black powder coated rims with Michelin Pilot SuperSport tires, raised decklid spoiler, over-the-

top racing stripe (blue with black accents), Track package, rear backup camera, Ford Sync, keyless-go, black brake calipers,

factory alarm and engine immobilizer (2 keys & 2 remotes), as-new condition inside & out, 1-local owner since new, always

garaged, non-smoker, clean Carfax report, has window sticker, books / manuals and all supplemental owners packages

and boxes, new MSRP of $56,970.00 ...



MORE INFORMATION COMING SOON!!




































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

not 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 Weber head and a Stromberg head available at an extra

cost
), all parts come with the car and the chassis is gorgeous - completely powder coated and restored, incl. the brakes,

suspension, rear differential and new rims / tires.  The 711M tall block engine has been fully
rebuilt as well as the trans-

mission 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
headers / exhaust manifold & exhaust system
interior installation
paint



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).



Ownership Timeline:

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:

In 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 SE).

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 customer.

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 itself.

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 Elan.


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 cars."



    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 minimal.

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 joint drive.

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 models.

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 regarded features.

    Front suspension: 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.

    Brakes: The 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 benefit.


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)

PAINT:  0
BODY:  8
CONV. TOP:  n/a
RIMS:  10
TIRES:  10
WINDSHIELD / GLASS: 10
LEATHER:  10
INT. CARPETING:  10
SERVICE RECORDS / OWNERSHIP HISTORY:  5

 



  Conditions of Sale:  All vehicles presented on this site are represented as accurately as possible and to the best of our knowledge at the time of listing.  While every reasonable effort has been made to ensure the accuracy of the above data, mistakes regarding hp ratings, options, etc. can be made.  Content is based on inspection, research, or information provided from previous owners and any paperwork that may be available to us.  We make every effort possible to ensure all of the equipment on our cars is in working order, unless noted as non-operational in the listing above.  It is the customer’s sole responsibility to verify the accuracy of any claims to originality, history, equipment, or other information provided.  BMI is not responsible for misprints in content or pricing.  I have also done my best to be very honest and very critical about the cosmetic and mechanical condition of this vehicle. Of course, it is not possible to pick-up on every single detail or flaw. Please keep expectations realistic as this is a pre-owned vehicle, and I have personally found blemishes on brand new undriven vehicles. If you are an exceptionally detailed oriented person, please contact me to verify any information directly, and I will do my best to specifically photograph anything you request and to answer any of your questions to the best of my ability.

All vehicles are sold AS-IS unless otherwise noted.

BMI reserves the right to change pricing without notice or end the listing at any time.  BMI charges a $185.00 document fee for all retail transactions.   Purchase deposits given on vehicles are non-refundable.
Pricing does not include any state tax, tag, title, or registration fees.

 

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500-C North Congress Avenue :: Evansville, IN 47715-2493
(Office) 812-476-2281 :: (Fax) 812-476-2284 :: email me

Office Hours: Monday - Friday - By Appointment Only
Saturday - By Appointment Only
Sunday - Closed, per state law