Future Classics: Lotus Elise S1 Review

First sold in 1996, the Lotus Elise was nothing short of a lifesaver for Lotus, appropriately enough thanks to the innovative, lightweight engineering that has always characterised its most successful products for both road and track. Beautifully styled by Julian Thomson, it delivered the brand’s trademark minimalist thrills through a combination of a lightweight, bonded aluminium chassis and just enough power to do justice to the pin-sharp handling.

Best of all, it offered a mid-engined sports car just as capable at delivering on a B-road blast as it was on a track day for a relatively affordable price. Though it later evolved through three distinct generations, and the foundations underpinned various Lotus models for over a quarter of a century, the original arguably remains the best, and the one we’re looking at here.

Brilliantly! The MX-5 of a few years earlier proved to the mainstream market that you didn’t need big power or macho looks to have fun, but the Elise took the idea and repackaged it into a cutting edge, mid-engined machine with handling that was both racecar sharp but also back-road friendly. For example, the clever bonded aluminium construction wasn’t just light, it was also incredibly stiff. This meant Lotus could actually make the suspension relatively soft without compromising the precision of the handling, softer springs were also made possible by the overall lack of kilos. Skinny tyres and small wheels saved further weight and meant the steering didn’t need power assistance.

The wheel is quite heavy at parking speeds, but once up to speed the undiluted feedback gives you huge confidence, as well as lightning response to inputs. Even the basic 118hp versions feel strong given the lack of weight they have to shift, the K-Series engine responds quickly to the throttle and is keen to rev out with a broad power band. The more tuned versions have better top end but can be less flexible at regular speeds. While generally safe and with very high and well-telegraphed limits, the lack of driver aids is worth bearing in mind, the snappy response to mid-corner lifts will catch some drivers out.

In short the Elise strips back the joy of driving to the pure essentials by virtue of its simplicity and focus on what really matters. We keep coming back to it, but the lack of weight just delivers so many advantages, not least in running costs, given brakes, tyres and other components aren’t as stressed as they would be in a heavier car. Nor does it need much fuel to deliver a memorable drive.

The styling is also pretty much timeless, and the S1 arguably remains the best looking of all the Elise generations, with a purity and simplicity about it that will never date. In an age of rising fuel costs and increasingly stringent speed restrictions, its performance also looks ever more relevant, given you can enjoy its capabilities to the full well within what is legal and socially responsible on public roads. And if, as many owners do, you choose to push it harder on the track, even the stock models are brilliant fun and make more conventional performance cars feel flabby and imprecise.

The old ‘Lots of trouble, usually serious’ stereotype looms over any Lotus, but is perhaps a little unfair to the Elise. True, its purist engineering does throw up some well-documented quirks and potential costs, but the same could be said of any 25-year-old car.

Most notorious is the weak head gasket issue that afflicted the K-Series engine in all its applications, though the usual warning signs of ‘mayonnaise’ on the oil filler and suchlike are easy enough to spot, and any scrupulous owner will likely have addressed this with an uprated part at some point in the car’s life. This, and evidence of regular services and cambelt changes (more frequent on the tuned versions), should give you confidence the car has been looked after properly.

Sloppy gearshifts can be tightened up and an uprated aluminium radiator is a sensible precaution if it’s not already been done. It’s also worth making sure bushings and geometry are all checked to make sure it drives as it should. In terms of corrosion, rust obviously isn’t an issue for the aluminium chassis and fibreglass panels, but can afflict suspension components and subframes.

The biggest worry is crash damage, which can easily write-off an Elise with even a fairly minor prang due to the cost of repairs and scarcity of parts. The front clams are vulnerable, and big impacts can damage the aluminium tub so make sure both are tip-top. More generally, the minimalism of the Elise’s build obviously means it’s not the most refined or weatherproof, though it’s a lot more civilised than a Caterham or anything of that ilk.  

Put simply, just go for the best one you can find. Purists like the early production models and covet features like the early metal-matrix brake discs (later replaced with regular iron ones to save cost) for their undiluted ‘Lotusness’ and uncorrupted driving style.

Beyond that, Lotus launched various different versions of increased power and performance along the way, often in limited production runs that make them increasingly desirable today. Track-focused models like the Sport 135 can command premiums, while uprated 111S variants are also sought-after, as are collectable models in classic Lotus liveries like the JPS and Gold Leaf F1 colours.

By all means go the extra mile for one of these if it matters but, if you’re looking for an Elise to simply enjoy, the base model is still a delightful thing and, arguably, as true to Lotus’s core values as any car it has ever made.

Why should I buy one?

Because it’s gorgeous, fantastic to drive and remains the purest expression of what Lotus as a brand stands for. For such a driver-focused car the Elise is also surprisingly usable, while the performance it delivers (and the way it goes about it) is perhaps even more appropriate now than it was when the car launched. Even if it’s not especially refined or loaded with luxury features, the Elise remains one of the best-driving sports cars of any era, and a solid investment to boot. Why NOT buy one?  

They’re all good, but 111S versions with the VVC (Variable Valve Control) version of the K-Series engine have a bit more pep and are a lot easier to come by than the more powerful limited editions.

Things to look out for

K-Series head gaskets are a known weakness, original plastic radiators can be weak, check for crash damage and poor repairs to fibreglass bodywork, especially front clam, also check aluminium tub for signs of big impacts and repairs, steel suspension parts/mounts can rust.