Buyer’s guide Lotus Elise S1

The mould-breaking and best-selling Elise is a blue-chip classic in the making

Launched 25 years ago at the 1995 Frankfurt Motor Show, the Elise was the first ‘affordable’ sports car Lotus had built since production of the Series 4 Seven ended in 1973. At 50% cheaper than the Elan S2 and a third of the price of an Esprit, it would become Lotus’ best-selling sports car ever. Styled by Julian Thomson, engineered by his best friend Richard Rackham and named after the grandaughter of Lotus (and Bugatti) chairman Romano Artioli, it was, as Autocar stated: ‘The most technologically daring Lotus road car since the original Elite.’

A bold statement, but it was true. The Elise pioneered epoxy-bonded anodised aluminium extrusions as a means of constructing a road car chassis. A simple, high-sided tub with transverse torque boxes at both ends, it is exceptionally stiff – on a par with steel saloon bodies – and exceptionally light, at just 68kg without the body and rollbar, keeping the weight of the whole car to less than 750kg and making it a phenomenal performer without needing outrageous power. Steel is used only for the rollbar, galvanised rear subframe and bonded-in suspension mounts.

Not only was it technologically innovative, but also hugely successful. Autocar’s editorial on the introduction of the Elise went on for three weeks as testers realised the significance of this little car, which finally gave the Caterham Seven a run for its money in driver enjoyment. How? Because the Elise combined stunning response, feel and cornering ability with a subtlety and a level of ride comfort that the Seven couldn’t match. Where an afternoon driving a Seven on great roads would leave you grinning from ear to ear but exhausted, in an Elise you could have all the fun and still be relaxed and ready for more.

The Rover K-series engine and gearbox were lifted unchanged from the MGF and various Rovers, but it was somehow happier in the Elise than in any of its original hosts. With double overhead cams, 16 valves and all-aluminium construction making it very light, it was more like a race-car engine than a road-car one, and, like the Triumph Stag engine in the ’70s, needed more monitoring and maintenance than lesser power units. Elise owners generally gave it the care it needed, hence problems are far less common, and it proved capable of withstanding substantial performance upgrades, too.

Pioneering new methods in sports car construction and execution, the Elise combined exceptionally low kerbweight with cheeky good looks and acceptable practicality

The Elise set a new sports car ride and handling benchmark and is guaranteed to make you smile. Any example you drive should feel brilliantly sharp and planted – yet smooth, soaking up any mid-corner bumps and only stepping out when pressed to track-day limits (at which point it can let go quickly)

The K-series engine can top 200k miles (less on tuned cars) if properly serviced and warmed before thrashing. Emulsion in the oil/coolant, erratic temperatures, coolant loss and a light-coloured tailpipe can mean inlet manifold or head-gasket failure. Rattling on cold starting (hydraulic tappets) suggests neglected servicing

The hood is a pain to fit and never completely waterproof; it’s also prone to wear and tear. A hardtop is sought-after and a shower cap useful

Getting in/out is a challenge, so seats can get damaged; only the driver’s is adjustable. Leather option (standard on some versions) is very desirable

The front-mounted radiator is prone to damage, corrosion and blocked ducts, so check it over; an uprated aluminium rad is a worthwhile mod

The cable gearchange was thought rubbery when new, and can get loose, but is easily fixed; crunchy changes mean a rebuild may be needed