Lotus Elan
Lotus Elan is the name of two separate ranges of automobiles produced by Lotus Cars. The first series of cars was produced between 1962 and 1975 as a rear-wheel drive vehicle. The second series was produced between 1989 and 1995 as a front-wheel drive vehicle.
Timeline
The first range of cars comprised:- Two seater sports cars:
- * Lotus Type 26 drop head coupé marketed as the Elan 1500, Elan 1600, and Elan S2.
- * Lotus Type 36 fixed head coupé marketed as the Elan S3, the Elan S4 and, lastly, in a higher performance model, the Elan Sprint.
- * Lotus Type 45 drop head coupé, replacing the Type 26, delivered in parallel with the Type 36 in S3, S4 and Sprint form.
- * Lotus Type 26R racing version of the Type 26.
- Four seater sports car :
- * Lotus Type 50, fixed head coupé, marketed as the Elan +2.
The second range of cars comprised:
- Two seater sports cars:
- * Lotus Type M100 drop head coupé, initially marketed as the Elan S1 and, later, for the UK market, the Elan S2.
Lotus Elan 1500, 1600, S2, S3, S4, Sprint
Overview
The Lotus Elan was the first Lotus road car to use a steel backbone chassis with a fibreglass body. This style of construction was to be repeated in subsequent Lotus models for nearly three decades. At approximately, the Elan embodied Colin Chapman's minimum weight design philosophy. 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 supercar, reportedly said that his only disappointment with the McLaren F1 was that he could not give it the perfect steering of the Lotus Elan.In 2004, Sports Car International named the Elan number six on the list of Top Sports Cars of the 1960s. 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 coupé version of the car, was introduced while in 1966 the drop head coupé 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 S2, S3 & S4 models were also available in a slightly more powerful and luxurious "Special Equipment" variant, generally referred to as the 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.
Production
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. This number was occasionally used by Lotus itself. See below for +2 production.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.
As of April 2018, the voluntary, and thus inevitably incomplete, Lotus Elan registry lists approximately 1,100 known remaining vehicles in over 30 countries.
Construction
The basic structure of the Lotus Elan comprised a fabricated mild steel backbone chassis, similar to a double ended tuning fork, and a fibreglass body. The chassis was the primary stressed component, providing the necessary bending and torsional rigidity. The fibreglass 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.
This design resulted in light weight, high rigidity, 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.
Drive train
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. Lotus offered regular and close ratio versions. The differential unit was also sourced from Ford but converted for independent rear suspension use. 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 to provide more relaxed cruising on newly built highways.The final drive used four Rotoflex couplings to connect the differential output shafts to the rear hubs. These "rubber doughnut" couplings were widely used at the time for road vehicles and racing, prior to the availability of constant velocity 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 takeoff 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:
- The engine head and timing chest. Converted the Ford Kent pushrod engine into a twin overhead cam engine.
- The differential rear cover & carrier. Converted a live axle to independent suspension operation.
- The rear wheel hubs. Required for the Chapman Strut rear suspension.
Engine
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:
| Model | Power | rpm |
| Std | 5,500 | |
| SE | 6,000 |
Lotus marketing material from the S3 period quoted the SE variant at, noting high lift cams, carburetor re-jetting and a four branch exhaust.
The final version of the Workshop Manual revised these numbers, as shown in the following tables. The increased power of the Sprint engine was primarily due to slightly larger inlet valves, so it was named the Big Valve engine:
| Model | Power | rpm |
| Std | 5,500 | |
| SE | 6,000 | |
| Sprint | 6,500 | |
| Sprint Emission | 6,500 |
| Model | Torque | rpm |
| except Sprint | 4,000 | |
| Sprint | 5,500 | |
| Sprint Emission | 5,000 |
Suspension, steering, braking
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. Similarly, the steering was of classic rack and pinion design, the Triumph rack being modified for the Elan's narrow track with custom track rods and rack collars that set the minimum turning radius. The steering, 2 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 disc brakes 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.
Major component suppliers
- Engine/Gearbox/Differential from Ford UK.
- Front suspension and steering from Triumph.
- Electrical systems from Lucas.
- Instrumentation & other electrical from Smiths.
- Carburetors from Weber, Dell'Orto and Zenith-Stromberg.
- Brakes from Girling.
Weight
The Workshop Manual lists the following weights:
| Model | Weight |
| Series 1 | |
| Series 2 | |
| Series 3 Coupé Std/SE | / |
| Series 3 Convertible Std/SE | / |
| Series 4 Coupé Std/SE | / |
| Series 4 Convertible Std/SE | / |
Lotus marketing material from the S1 period quoted the weight as "11 cwt" and from the S3 period quoted as "from 1,232 lb".
Meanwhile, reported weights in magazine road tests varied from to .
The figures above show that the weight of the vehicle changed during its production lifetime, in general tending to increase. Additional features such as electric windows, more luxurious carpeting, and larger wheels and tyres all contributing to the gain.
Sub assemblies
- Chassis: .
- Body: .
- *Door shell :
- *Hood/bonnet:
- *Boot/trunk lid:
- Engine:.
- Gearbox:.
- Differential:.
Performance
By contemporary standards, the Sprint was an exceptionally rapid car and quite lived up to its name. It embarrassed almost every other supercar at the time in terms of outright acceleration up to about 90 mph. This electrifying performance was accentuated by the brilliant handling and road holding, allied to the small size and weight of the Elan, which meant that a well driven Elan on a dry road could outclass any other non-Lotus road car.
Although performance results achieved by testers are affected by many variables the following tables provide an overview of the car's capabilities.
The following excerpt from Robinshaw & Ross summarizes Elan performance for each Series:
| Model | Diff ratio | 0- | 0- | Top speed | Source | Date |
| 1600 | 3.9 | 9.0 sec | 24.1 sec | Motor | 26 September 1964 | |
| Series 2 | 3.9 | 9.2 sec | 23.8 sec | Motor Sport | February 1965 | |
| Series 3 DHC SE | 3.55 | 8.0 sec | 27.3 sec | Road & Track | November 1967 | |
| Series 4 DHC SE | 3.77 | 7.3 sec | 20.0 sec | Motor | 18 April 1970 | |
| Sprint DHC | 3.77 | 6.6 sec | 19.0 sec | Car | June 1971 |
Zero to 60 Times and Car Folio report:
| Year | Model | 0-60 mph | Quarter mile |
| 1967 | Elan SE | 7.9 sec | 16.1 sec |
| 1966 | Elan S3 SE | 7.6 sec | 15.7 sec |
| 1964 | Elan 1600 | 8.6 sec | 16.2 sec |
A few additional figures for the Sprint:
| Source | Date | 0-60 mph | 0-100 mph | Top speed | Average fuel consumption |
| Motor | March 1971 | 6.7 sec | 20.3 sec | ||
| Car & Car Conversions | May 1972 | 6.4 sec | 19.9 sec | ||
| Autosport | February 1973 | 6.6 sec | 19.8 sec |
Reviews
The Elan was widely admired and praised by customers and reviewers, noted for its exceptional handling, roadholding, 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.
Influence
While the structure of the Elan followed an 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:
- The Mazda MX-5. 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.
Owners, drivers and in the media
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.
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.
Racing
"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."
The result of the "proper development" was the Type 26R version of the Elan, offered from 1964 at £1995 in kit form.
Motor Sport: Mechanically, the 26R differed by featuring racing lightweight competition-spec wishbones, sliding spline driveshafts 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 140bhp 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.
Series (model) differences
The table below provides a simplified summary of Elan updates and changes associated with each Series. It is notable that the fundamentals of the car changed very little during its eleven years of production.Each Series provided a general refresh of the car, incorporating new, modern features and updated cosmetics.
However, as a low volume manufacturer, Lotus' processes were flexible enough to change the components used during construction at will. As a result, significant variations could exist between cars of the same Series.
Ongoing changes were frequently necessary for a variety of reasons: component availability from suppliers; price changes; the need to meet regulatory requirements ; model year enhancements; and the phase-in & phase-out of stock during the transition to the next Series.
Lotus promoted the potential variation between vehicles by stating in its documentation: Lotus policy is one of continuous product improvement and the right is reserved to alter specifications at any time without prior notice.
| Model | New features |
| Series 1 | |
| Series 2 | |
| Series 3 Std/SE | |
| Series 4 Std/SE | |
| Sprint |
Price
The price of the Elan changed during its production lifetime. At announcement, in October 1962, the fully built cost was £1,499, although between 1963–1966 the factory price was generally 5-10% lower. By the end of production, in April 1973, the fully built cost had increased to £2,436.However, throughout its production the Elan was also available in the UK in "kit" form. This was provided for tax avoidance reasons and required the customer to complete the final assembly of the vehicle. The tax savings were considerable, the prices above being reduced to £1,095 and £2,044 respectively.
Kit versions of the Elan were as complete as possible while adhering to tax regulations. The entire chassis, body, electrical systems, final drive/suspension and all trim were delivered fully assembled to the customer. Final construction involved installation of:
- Engine, gearbox & prop shaft.
- Front wheel hubs, springs/shock absorbers & anti-roll bar.
- Exhaust.
- Wheels/tyres.
- Battery.
- Radiator & hoses.
When complete the owner would take the car to a Lotus dealer who, after checking that the assembly had been performed correctly, initiated the warranty period. This feature of Elan purchase was quite heavily promoted by Lotus, with print advertisements showing how simple and rewarding it was to complete the construction.
Comparative pricing
'The Motor' magazine regularly printed prices for all UK cars. A partial extract from its pages provides comparative pricing for several sports cars of the Elan S1 period. The table also shows that the Elite was significantly more expensive than the Elan:| Make/Model | Total | Kit |
| Lotus Elan 1500 | £1,317 | £1,095 |
| Lotus Elite Coupé | £1,662 | £1,299 |
| Lotus Elite Coupé | £1,862 | £1,451 |
| Lotus Seven Series II | N/A | £519 |
| Austin Healey 3000 Sports Convertible | £1,045 | N/A |
| Austin Mini Cooper S | £695 | N/A |
| Ferrari 250 G.T. Pininfarina Coupé | £5,606 | N/A |
| Ford Lotus Cortina | £1,100 | N/A |
| Make/Model | Total | Kit |
| Jaguar E-Type OTS | £1,828 | N/A |
| Jaguar E-Type F/H Coupé | £1,913 | N/A |
| M.G. Midget | £598 | N/A |
| M.G. B | £834 | N/A |
| Porsche 1600 Fixed Head Coupé | £1,900 | N/A |
| Porsche 1600-S90 Cabriolet | £2,527 | N/A |
| Triumph Spitfire 4 | £640 | N/A |
| Triumph TR4 | £906 | N/A |
Collectibility
1960s/70s Elans are now passing half a century old and, as a well respected Lotus and a fine example of Colin Chapman's design philosophy, are valued today as collectors' vehicles. In the UK they have an almost cult-like status among auto enthusiasts, commanding higher prices than elsewhere in the world.An undocumented number of right hand drive Elans have been privately exported to Japan, where they are admired by collectors. As with many English sports cars of the period there are dedicated enthusiasts around the world, especially in Australia, Canada and the USA.
The simple design of the car, with nearly all parts being readily replaceable, makes it well suited for the collector market. New chassis, bodies and drive train components are all available. There are numerous suppliers of Elan parts and restoration services, worldwide. Conveniently, the fiberglass body is immune to rust.
Current Values
Current values vary widely around the world, so the following table provides approximate figures for the UK, based on condition. Early cars and Sprints are more highly valued than S3s, which are more highly valued than S4s.Generally, Drop Head Coupés have been more highly valued than Fixed Head Coupés and in the past it was not uncommon to convert FHCs to DHCs, making FHCs rarer. This has tended to stabilize the value of FHC cars.
| Condition | UK £ |
| Poor/restoration | Teens |
| Fair | Mid teens |
| Good | Low twenties |
| Excellent | Low thirties |
| Concours | Low forties |
Gallery
Elan 1600 and S2:Elan S3, S4 and Sprint:
Chassis - Engine Bay:
Elan +2
Overview
An Elan +2 was introduced in 1967 with a longer wheelbase and wider track, and two small rear seats, suitable for children. While the Elan was a two-seater sports car marketed to the single man/woman or young couple, the +2 was larger and considerably more luxurious vehicle marketed to the established family with children. Reviews reflected this new marketplace for Lotus. Motor Sport magazine reported the design goal as: it was decided to increase the interior dimensions considerably to meet the car's maxim that it "must be capable of transporting two adults and two children 1,000 miles in comfort with their luggage".While the Elan ceased production in 1973 the Elan +2 continued to be produced until 1975, eventually being replaced by the Elite II and Lotus Eclat.
Construction
Aside from the increase in size necessary to accommodate two additional seats, the design of the Elan +2 was extremely similar to the two seater Elan. The concept of a backbone chassis with fibreglass body, powered by a Ford UK-derived drive train was maintained. Double wishbone and Chapman Strut front/rear suspension of identical design was also used, with some components shared with the two seater Elan and others increased in size. Power assisted brakes were standard, dual circuit in some markets.In 1968 a more luxurious version of the Elan +2 was released, named the +2S.
In 1971 +2S was upgraded to include the Big Valve engine, and then named the +2S 130. Later models of the +2S 130 were provided with a 5-speed Austin Maxi based gearbox, which greatly improved its high speed cruising capabilities, named +2S 130/5.
Performance
- Tested maximum power: net.
- Top speed:.
- Acceleration: in 7.9 seconds, in 21.8 seconds.
Production
Gallery
Elan M100
The Lotus M100 Elan was launched in August 1989, reviving the Elan nameplate after 14 years. A two-seater convertible sports car with front-wheel drive, designed in-house by Lotus, it featured an engine and manual transmission supplied by Isuzu, and was built with the development and testing resources of General Motors. Around £35 million was invested in its development, more than any other car in Lotus history. Its design, featuring a fibreglass composite body over a rigid steel backbone chassis, was true to Lotus founder Colin Chapman's original philosophy of achieving performance through low weight, and the name "Elan" connected the car with its 1960s ancestor.Origins
In 1986 the purchase of Lotus by General Motors provided the financial backing to develop a new, small, affordable car in the same spirit as the original Elan. A development prototype, the M90 had been built a few years earlier, using a fibreglass body designed by Oliver Winterbottom and a Toyota-supplied 1.6-litre engine and transmission. Lotus was hoping to sell the car through Toyota dealerships worldwide, badged as a Lotus Toyota, but the project never came to fruition and the prototype was shelved.The idea of a small roadster powered by an outsourced engine remained, however, and in late 1986 Peter Stevens's design for the Type M100 was approved and work began by Lotus engineers to turn the clay styling buck into a car that could be built. This process was completed in just under three years, a remarkably short time from design to production car.
Testing
The M100 Elan was conceived as a mass-market car and in particular one that would appeal to US buyers. Consequently, Lotus put an enormous effort into testing the car; over a two-year period 19 crash cars and 42 development vehicles were built, logging nearly a million test miles in locations from Arizona to the Arctic. The Elan was driven at racing speeds for 24 hours around the track at Snetterton. Finally each new car was test-driven for around at Lotus's Hethel factory to check for any manufacturing defects before being shipped to dealers.Handling
The choice of front-wheel drive is unusual for a sports car, but according to Lotus sales literature, "for a given vehicle weight, power and tyre size, a front wheel drive car was always faster over a given section of road. There were definite advantages in traction and controllability, and drawbacks such as torque steer, bump steer and steering kickback were not insurmountable." This was the only front-wheel-drive vehicle made by Lotus. Every model made since the M100 Elan, such as the Lotus Elise, has been rear-wheel drive.The M100 Elan's cornering performance was undeniable. Press reaction was not uniformly positive, as some reviewers found the handling too secure and predictable compared to a rear-wheel-drive car. However, the Elan's rigid chassis minimised roll through the corners and has led to many critics describing it as 'the finest front wheel drive bar none'. Unlike the naturally aspirated version, the turbocharged SE received power steering as standard, as well as tyres with a higher ZR speed rating.
Engine
The M100 Elan used a 1,588 cc double overhead camshaft I4 16-valve engine, sourced from the Isuzu Gemini and extensively modified by Lotus, which produced. 0-60 mph acceleration time was measured by Autocar and Motor magazine at 6.5 seconds, and a top speed of was recorded.Significant differences in the Isuzu-Lotus engine from the original include a new exhaust system, re-routed intake plumbing for better thermodynamic efficiency, improved engine suspension, and major modifications to the engine control unit to improve torque and boost response. Almost all models featured an IHI turbocharger.
Sales
Two variants were available at launch, the Elan 1.6 and the Turbo SE. Initial sales were disappointing, due to the debut of the more affordable "nostalgic" Mazda MX-5 which was arguably similar in concept to the 1960s Elan, in contrast to the M100's deliberately futuristic cant. The Elan was very expensive to make, and sales figures were too low to recoup its huge development costs.Altogether just 3,855 Elans were built between November 1989 and July 1992, including 129 normally aspirated cars. A mere 559 of them were sold in the US, featuring a 'stage 2 body' which had a different rear boot spoiler arrangement together with a lengthened nose to accommodate a USA-compliant crash structure and airbag, and 16-inch wheels instead of 15-inch as on the UK model. A coupe version of the Elan, to replace the Excel, had also been in the pipeline, but this too was shelved, and there was no direct successor to the Excel, which was also discontinued in 1992.
Series 2
Two years after the end of the original production run, a limited edition of 800 Series 2 M100 Elans was released during the Romano Artioli era when it was discovered that enough surplus engines were available to make this possible. It was only for the UK market. According to Autocar magazine, the S2 addressed some of the concerns over handling, but power was reduced to and the 0-60 mph acceleration time increased to 7.5 seconds, due to the legislative requirement to fit a catalytic converter in all markets. The S2s have very similar performance to the USA vehicles, having an identical engine management system calibration and a slightly lower overall vehicle weight.Kia Elan
After the final production run of the Elan in 1995, Lotus sold its production rights to Kia Motors, which produced its own version. Outwardly, the Kia Elan looks almost identical to the original. The most obvious difference are the Kia-designed taillights which replaced the Renault Alpine GTA rear lights of the original.Kia Motech produced the car from 1996 to 1999 as the Kia Elan for the Korean market, using a 1.8 L T8D engine instead of the Isuzu 1.6 turbo-charged unit. In the Japanese market, the car was sold as the Vigato. A total of 1,056 were produced.