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The 4 Craziest Lotus Ever
The company founded by the immense Colin Chapman, in addition to the cars of the top formula always looking for innovations and brilliant ideas, has always transferred his intuition to the production of road cars, creating even special models regarding solutions and shapes. On the occasion of the seventieth anniversary of the British firm we analyze four really special and not to be neglected pieces he gave life to.
ELEVEN
The Eleven, sinuous aerodynamics, racing focused and with a very small engine, was born in 1956 from an idea of Colin Champan, while the stunning shape and aerodynamic is work of Frank Costin. It fits a 1,100cc engine to the front, a Coventry Climax flanked by a tubular frame and disc brakes system that had the task of opposing to only 450 kg of weight. Easy to imagine how it had no difficulty imposing itself in motorsport. Other versions were prepared to compete in other groups, with slightly bigger displacements and with closed body. The Eleven has to its credit numerous records including the fastest lap Stirling Moss scored in Monza, with an average speed of 229 Kph. In 1957 the series 2 arrives presenting substantial aesthetic differences. From ’56 to ’58 about 260-270 units are produced. Extreme like a few others, today the 3-Eleven can give us those same sensations of a hard and raw racing car. All that is not necessary, it’s not here – so he wanted the boss and how to blame him.
ECLAT
Among the less common models, there is undoubtedly the Eclat, a 2+2 coupe which seen the light in 1975 presenting very wedge lines and a fastback tail. The mechanics, as well as the entire front-end, had been inherited from the famous Elite which had been built a hatchback version, but that did not have the desired success. The frame was with central beam, independent suspensions with deformable quadrilaterals, twin-cam 1.973cc 16-valve at front capable of delivering 155hp. Then there were two Dell’Orto carburetors, a Ford gearbox and disc brakes on the four wheels. The Eclat went in a different direction than the traditional Lotus philosophy, all based on lightness and simplicity, in fact it stood out for the great care dedicated to the interiors to which even Giorgetto Giugiaro had contributed. In 1980 the S2 comes with a 2,174cc engine (160hp). 5-speed Getrag manual transmission and some aesthetic changes, in addition to air conditioning and power steering. It came out of production in 1982. You cannot talk about the Eclat without a nod to those who have picked up the witness, so the Excel that is in practice a more evolved and modern Eclat, maintaining the same mechanics. This remains in production from 1982 to 1992, the gearbox is a Toyota or British Leyland, brakes are self-ventilated and the car can reach a speed of 210 kph. In 1985, thanks to an increase in the compression ratio, it reached 180hp and in 1988 undergoes an aesthetic restyling.
SEVEN
It’s fair enough to mention maybe Lotus most famous “opera”, the Seven. Chapman wanted a sports car, but cheaper and simple. He used the frame of the Eleven, with open wheels surmounted only by small fenders and many defined this as the closest thing to a motorcycle. Apart from the nose, it was made up entirely of flat panels because it was less expensive and it was even possible to buy it in a building box, a real gym for aspiring pilots, but also mechanics, processors and enthusiasts in general. Even the engine could be chosen between the Ford 1.172cc 4-cylinder with side camshaft, the BMC 948cc and the Coventry Climax twin-shaft 1.980cc (the latter was called Super Seven). Commercialized starting from 1957 it remained in production until 1973, undergoing several improvements over the years: in 1960 it adopted a fiberglass muzzle and a most advanced Ford engine, in 1968 it fitted the 1.600cc Escort Mexico engine, then it increased in size a bit fitting a fiberglass body, longer and wider, and it was possible to equip it with a windscreen and a solid roof. This last series did not have great commercial success, perhaps too many comforts dissatisfied some customers, while for those who were looking for a luxurious sports car, it was still too raw. So it was that Caterham (official distributor since 1967) acquired the production rights to continue to build this version of the car in various versions and engines, even more powerful, and still remains an icon among the fans. An experience to touch first hand.
EUROPA
The Europa, despite the demonstrated competitiveness in motor racing, did not have great commercial success. Perhaps because of its line considered a bit strange, but lately it is recovering a rematch in the classic sports cars panorama, where even for this unusual model worths the law of lightness and drivability, always with a reduced displacement. Born in 1966, even if the project was three years earlier, it boasts a considerable aerodynamic coefficient for today standards (0.29). The chassis was made of bearing steel with suspensions and a central engine (Renault) of almost 1,500cc developing 82hp, with a very low weight that allowed excellent performance. The body was made of glass fiber panels glued to the frame and keep in mind it would have replaced the Seven, which remained in the Lotus list until 1973. Of the Europa, several series were produced until 1975. Only 296 units came out as first series while the second offered more comfort and a much more refined interior trim, just like electric windows, adjustable seats, dashboard with wood inserts and then the junctions of the frame, leaving the glue in favor of more solid bolts. Other changes followed to be marketed even in the States. In 1971 the Twin-Cam version adopts the Ford engine, a 1,558cc boasting 115hp and then using the Dell’Orto-Weber carburetors with 5-speed gearbox and reaching 198 Kph (with a weight of only 740 Kg). There were also examples with commemorative liveries to celebrate the triumphs in the maximum formula.
Edited by Roberto Marrone
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