Lotus Elite Kit?
Discussion
Are there any Lotus Elite kits available? I am looking for a complete kit for the original Lotus Elite introduced in 1957. The Lotus Elite is the Lotus Type 14, and it was originally offered in kit form by Colin Chapman. It launched Lotus into the realm of sportscar manufacturing, and it remains one of the most classical cars ever designed. Your assistance in identifying a source for a complete kit would be appreciated.
Thanks for this advice. I would love to hear more about the Encore Super 95. I know that bodyshells are available, and I am aware of the Spyder chassis. The project you propose would be fascinating, but who could engineer the grafting of the Spyder chassis onto the body? BTW - I have another idea for the engine.
This is very helpful. From your earlier reply, I was actually in the process of contacting Spyder Engineering in Peterbro to ask them whether they had any information or would be interested in such a project. While I do know of a source for used Climax FWE components, I think that with a Spyder chassis and better tyres and wheels, the car would deserve a bit more power. That said, it will be complicated enough to engineer the body and wheel wells for larger tyres. I was thinking that 185-70-15 might be the largest possible and that might even be difficult to maintain the original wheel arches at the rear - not to mention the front. I would not want to use wheels with a smaller diameter than 15. On engines: I have thought of several engines from Zetec, to K-Series (possibly the single cam version) or even a four cylinder motorcycle engine. Any of these could threaten the original contour of the bonnet. One problem is the styling of the Elite. It is simply too close to perfect, and any deviation from the original configuration of the body would detract - almost certainly - from its appeal. What would you reckon about an engine?
I have now been in contact with Spyder Engineering, and they have worked out the installation of their chassises on Elites before. Essentially, it seems that they would take an Elan floorpan and graft it onto the Elite body sealing in their chassis. Concerning tyres, as stated earlier, I would want to use a different, more powerful and more modern engine - and that would seem to argue in favour of a more modern tyre. Of course, I would not wish to use extremely low profile tyres as that would not work aesthetically with the lines and proportions of the car. Since you recommend a width of no more than 155 - which tyre would you use? There are very few that I am aware of in that size that would offer HR or better ratings and all of them are of ancient origin, conception and design. I have been thinking about a K-Series engine with circa 160+ bhp which might work with the 185-70-15 Michelin XWX, but I could easily be convinced of another tyre if I knew of a better one. I seem to recall that Vredestein did offer a 175-70-15 at one time, but I do not know whether this size is still in production. This is the sort of development that Chapman would be doing today had he kept the Elite in production as long as Porsche has the 911 - but knowing him, he would probably have opted for extended wheel arches - which, in my judgement, might well ruin the car's lines as you, no doubt, appreciate.
I am sure that all you say is excellent advice. I agree totally about the wheel size. The Elan's wheels are really too small in overall diameter, and the Elite's should not be reduced. And, it is well nigh impossible to contemplate increasing the OD. Problem is - there is no 165-16 tyre to my knowledge. The Michelin XAS may well be an ideal sort of tyre for this car - especially with the Coventry Climax FWE, but with a newer and more powerful engine, I wonder whether they can cope. Perhaps, they can. Concerning the engine, I hear you. You are right that one should start with a modest and standard spec engine, then work up from there. Finally, I can only imagine what an Elite with updated body modifications might look like. I did see one in some book or other that had been hacked about at the rear wheel arch in order to accomodate some larger tyre. This had taken place in the 1970s or 1980s, I think. The result was a disaster. That said, I have also seen some Porsche 356s with extended wheel arches that actually looked very good. As mentioned previously, I would only consider this extreme modification as a last resort in search of more grip. In the meantime, a set of 155s shod on a cast wheel would be the way to go. I do not know of any wobblies still in production. Do you? Wires seem so frail these days that I would prefer to avoid them. Minilites are probably acceptable, as well - especially with a beefier tyre. I do know of an excellent cast alloy replica of a D-Type wheel in 15 inch diameter. These might work well as a stopgap until someone replicates the wobbly. What would you think?
Undoubtedly, your conclusion about the practicality of wire wheels is correct. I have just traced down a set of 5x15 wobbly webs available through Crosthwaite & Gardiner who manufacture them to order. The D-Type wheel is only available in 6x15 or 7x15. The cost of the C&G wobblies is breathtaking at circa £550 each ex VAT. They would look absolutely smashing though. That said, the wires look brilliant as well, and I believe that most of the show cars had them. From some of the early photos in Ortenburger's book I can not tell whether the wires on the show cars were chrome or not. I hope not for painted wires would (in my humble opinion) look a lot better. I am still pondering the tyre scenario. I wonder whether Pirelli make a Cinturato in that size (155 or 165-15).
Thanks for this excellent advice. I am sure that you are right. After all of this excellent and considered advice, I am now convinced that the Elite is not the right car for me, and I have shifted my focus to the Elan. The Elan can be modernised and uprated in ways perfectly consistent with its original conception and design. David Lillywhite has written enthusiastically about the Spyder conversions to Zetec power. Their chassis development is excellent as well. That is why I am now pondering a modernised Elan.
With all due respect to Spyder Engineering - they have done a lot over the years to improve the basic Elan and other Lotus models - I would have no interest in this particular project. The proportions are not those of the original Elite and to convert an Elan to this sort of pseudo-Elite simply does not make any sense to me. What would be great would be a carbon Elite with an appropriate engine, suspension and wheel/tyre combination - perhaps powered by a Nissan or Honda engine. The classic styling of the original is simply too iconic to squeeze over an Elan - and the original Elan is simply too cool to be subjected to this sort of damaging cosmetic surgery.
Mirach - Glad that you have body molds for the t14 Lotus Elite, but I would not be interested in a live rear axle on this iconic British sports car. When driving an Elite, the IRS provides a huge dollop of the original experience. If you build an Elite "replica" with a live rear axle all you are really doing is putting a suit of Lotus clothes on a Spridget. And, I would have no problem with a Japanese engine. Just look at the current range of Lotus Elises and Evoras with their brilliant Toyota engines. Honda and Nissan both make excellent engines as well. Of course, there are K-Series and Zetecs already making their way into Elans. Good luck with your project. I hope you will keep us informed.
The single cam K-Series Rover engine might be the most evocative of the original Coventry Climax. With the right engineering (throttle bodies, headers, cam and head mods) - this engine could provide enough power (say 100-140 bhp) especially the 1400 cc. If there is enough room, a later Lotus twin-cam engine could provide a huge amount of thrust - but, that would necessitate higher specification and bigger wheels, tyres, suspension, brakes, downforce etc. - appropriate for racing and track-day cars.
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