Elan +2S ...just how risky?
Discussion
I'm starting to seriously look for an Excel, but putting 'Lotus' into Car&Classic turned up all sorts of dangerous suggestions and one, just about in price range, was the Elan +2.
Realistically the Excel probably better suits my needs for a practical-ish/reliable-ish tourer, but there is something very tempting about an original Elan. I've never driven one, but I'm told they still stack up well today and I love the pocket-GT looks.
So, just out of interest, how risky would it be? Any idea how much maintenance budgets would compare to an Excel if you were averagely lucky with both?
Realistically the Excel probably better suits my needs for a practical-ish/reliable-ish tourer, but there is something very tempting about an original Elan. I've never driven one, but I'm told they still stack up well today and I love the pocket-GT looks.
So, just out of interest, how risky would it be? Any idea how much maintenance budgets would compare to an Excel if you were averagely lucky with both?
Sounds dangerously encouraging! What's the rust-proofing like on the chassis and (on a different note) have you got any idea how they compare to the drop head Elan in terms of performance and handling?
Realistically it's probably a bit small (luggage-wise for long trips) and a little expensive, but they look superb and I'd love to experience the Elan's dynamics.
Realistically it's probably a bit small (luggage-wise for long trips) and a little expensive, but they look superb and I'd love to experience the Elan's dynamics.
What sort of annual mileage will you be doing and what's your budget?
They are high maintenance, but very cheap parts in most cases, so they're fine so long as you have the time and ability to look after then yourself... if you're planning to have a dealer look after it for you, you'll need a lot of patience and deep pockets.
Main problems in terms of day-to-day reliability tend to be electrical (bad earths): the wiring is a lot more complex than the 2-seater, and the smaller car is bad enough in this respect as it is...
The engines are reliable if properly looked after, but aren't as long lived as modern units, so budget for a full rebuild every 50K miles or so.
Probably best to avoid the 5-speed box of the +2S130/5 (it's fragile, expensive to rebuild, and has a nasty gearchange... which is a shame 'cos the standard 4-speed is too short geared for modern road conditions). Depending on your anticipated use, you may want to discount the Stromberg carbs, too - they're actually torquier and more economical than the Webers/Strombergs, but not as tuneable and suffer from icing problems in cool, damp weather. The Rotoflex couplings need checking regularly and are becoming costly to replace - to the point that it's difficult not to see the case for a solid driveshaft conversion, when the time comes that they need changing.
The rest of the running gear (brakes, suspension, 4-speed transmission) is simple and cheap, but does require more maintenance than most: regular greasing or oiling of the trunnions, bushes replaced every 20K miles or so, that sort of thing.
The interior, engine and particularly the bodywork can be very expensive to restore properly, though, so make sure you buy a good one in the first place.
The Elan and +2 have a fair amount of difference in character, mind you: the +2 is significantly slower (despite what some owners would have you believe) and not as responsive in terms of handling (though still very well balanced indeed and actually has higher limits of roadholding than the smaller car), but much more 'grown up'; more of a GT.
If you're serious LotusElan.net is the place to do your research.
They are high maintenance, but very cheap parts in most cases, so they're fine so long as you have the time and ability to look after then yourself... if you're planning to have a dealer look after it for you, you'll need a lot of patience and deep pockets.
Main problems in terms of day-to-day reliability tend to be electrical (bad earths): the wiring is a lot more complex than the 2-seater, and the smaller car is bad enough in this respect as it is...
The engines are reliable if properly looked after, but aren't as long lived as modern units, so budget for a full rebuild every 50K miles or so.
Probably best to avoid the 5-speed box of the +2S130/5 (it's fragile, expensive to rebuild, and has a nasty gearchange... which is a shame 'cos the standard 4-speed is too short geared for modern road conditions). Depending on your anticipated use, you may want to discount the Stromberg carbs, too - they're actually torquier and more economical than the Webers/Strombergs, but not as tuneable and suffer from icing problems in cool, damp weather. The Rotoflex couplings need checking regularly and are becoming costly to replace - to the point that it's difficult not to see the case for a solid driveshaft conversion, when the time comes that they need changing.
The rest of the running gear (brakes, suspension, 4-speed transmission) is simple and cheap, but does require more maintenance than most: regular greasing or oiling of the trunnions, bushes replaced every 20K miles or so, that sort of thing.
The interior, engine and particularly the bodywork can be very expensive to restore properly, though, so make sure you buy a good one in the first place.
The Elan and +2 have a fair amount of difference in character, mind you: the +2 is significantly slower (despite what some owners would have you believe) and not as responsive in terms of handling (though still very well balanced indeed and actually has higher limits of roadholding than the smaller car), but much more 'grown up'; more of a GT.
If you're serious LotusElan.net is the place to do your research.
Purely speculative at the moment. I sold the Caterham yesterday and I'm 90% sure it's going to be an Excel or 944/968 to replace it, but I thought I'd check out a few more left-field alternatives too.
The brief is a garaged second car (as opposed to a daily driver), but to be used quite regularly - say 5,000+ miles a year, quite a lot of it motorway (being in London any trip to decent roads starts with a long slog on the motorway!). Budget is flexible and could be extended to the early teens, but nominally £10k. Not sure a +2 would be big enough though as the other requirement is being able to get my OH's barritone saxophone case in the rear seats and/or boot.
The brief is a garaged second car (as opposed to a daily driver), but to be used quite regularly - say 5,000+ miles a year, quite a lot of it motorway (being in London any trip to decent roads starts with a long slog on the motorway!). Budget is flexible and could be extended to the early teens, but nominally £10k. Not sure a +2 would be big enough though as the other requirement is being able to get my OH's barritone saxophone case in the rear seats and/or boot.
Personally, I'd suggest you stick with your original choices - the +2 isn't a car that's well suited to central London or long motorway slogs (particularly unless you're willing to live with the 5-speed gearbox, which is a definite weak point).
But then if you've lived with a Caterham and an old TVR for the same sort of use...
But then if you've lived with a Caterham and an old TVR for the same sort of use...
Sam_68 said:
Personally, I'd suggest you stick with your original choices - the +2 isn't a car that's well suited to central London or long motorway slogs (particularly unless you're willing to live with the 5-speed gearbox, which is a definite weak point).
But then if you've lived with a Caterham and an old TVR for the same sort of use...
Yep, that's the reason I've just sold Caterham (although the TVR was quite good for touring).But then if you've lived with a Caterham and an old TVR for the same sort of use...
Thankfully, I don't drive in central London, but I do end up travelling quite long distances; I come from the Westcountry and my girlfriend is from North Yorkshire, so whenever we head back for a weekend away (let alone Le Mans etc.) it usually involves driving over superb Moors/Dales/Dartmoor roads in a 1.6 Focus while the Caterham sits at home in the garage.
The idea is to get something a bit more practical (well, a lot more practical in sports car terms) that wouldn't entirely forsake the fun or the character.
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