Road test- Lotus Elan Sprint

There is a wonderful delicacy to the word ‘Elan’. The dictionary definition refers to its meaning as ‘vigorous spirit or enthusiasm’, and it truly embodies the soul of the car that carries this name. In fact, I cannot think of another model name that so well describes the machine behind the badge. Admiring this Elan, a wonderfully presented 1972 Sprint fixed-head, you can almost sense its vitality spilling out from under its fibreglass skin.

Rewind back to 1962, when the Elan was brought into the Lotus lineup to replace the jewel like and very expensive to produce Elite. Colin Chapman needed a vehicle that was cheaper to build yet still with the sprightliness his cars were famous for. Gone was the Coventry Climax engine, in its place a production Ford four-cylinder block with a Lotus designed twin-cam cylinder head. Initially available only as a roadster and with 1500cc, with 2 years a hardtop and a 1558cc engine were introduced. In 1965 a proper coupe was available while the Plus 2 coupe with extended wheelbase and 2 + 2 (or 2 + 0.5 if you are thinking an adult can fit in the back) seating debuted in 1967. And, true to form, if you were handy with the spanners you were able to purchase the Elan in kit form to lose a few pounds (from the price and your sweat soaked waistline presumably).

The elegant fibreglass bodywork covered hardware that was cutting edge in the early sixties, with a steel backbone frame providing the base for all independent wishbone suspension and disc brakes all round. The initial design was refined and updated through 4 series up to 1970, when due to slowing sales and a feeling among the contemporary press that the Elan was falling behind younger sports cars, the Sprint was announced at the Earl’s Court motor show in October. With this announcement came details on a revised engine spec, a head redesign incorporating lumpier cams and a higher compression ratio of 10.3:1. Larger inlet valves lead to the engine being called the “Big Valve”- complete with signage on the cam cover. Net power was stated at 126bhp (94kw) @ 6500rpm with torque of 113 lb-ft (153nm) @ 5500 rpm on twin Weber (later Dellorto) 40mm carburettors, a good increase over the 110bhp quoted for the standard S4 Elan on Strombergs. This gave the 700kg kerb weight Sprint a power to weight ratio of 7.45kg/kw.

To cope with the extra urge the Sprint had a strengthened driveline. Particular attention was paid to the differential bracing and controversial Rotoflex couplings between the driveshafts to increase durability. Body-wise, special two-tone paintwork was offered with ‘sidewinders’ emblazoned with “Elan Sprint” separating the top colour from the White bottom, all the better to cover up a sometimes poor paint blend between the two tones. The 13 inch knock-off wheels were initially offered in Black, but Grey was also common, and the Sprint generally made do with a flat bonnet as there were no Stromberg clearance issues with either band of Italian carburettor.

Lotus released some performance figures just before the official February 1971 on-sale date, claiming the new Sprint, with a 3.77:1 final drive (3.55:1 was optional) could live up to its name with a 0 to 60mph time in 5.9 seconds. This figure was never matched by contemporary road tests but times to 60mph in the mid-6 second range were commonplace, thus embarrassing several exotics on the way.

Driving one today
Having read of highly respectable men openly gush over the Elan driving experience, and being fortunate to have driven a couple of Plus 2’s previously, it was with much anticipation that I took the keys to our feature Sprint from Brooklands dealer principal Paul Sabine. Echoes of Gordon Murray stating “my biggest disappointment with the McLaren was that no matter what we did we couldn’t get the steering to match an Elan…” echoed through my head as we went over the cockpit controls (beginner’s tip: The Sprint’s ignition barrel is on the steering column not the dash as on earlier Elans.)

Easing into the superbly kept interior of this example, dropping in over the high side runner, initial impressions are of a generally tight squeeze in the lower sections but surprising headroom. The way the console contours towards the pedal box adds to this feeling, and you have to make a conscious effort to space your feet adequately so as not to hit two pedals at once.

The overall feel of the interior is one of minimalist quality, supportive leather bucket seats and a wood finish dash complete with switches for electric windows which are curious in such a light car but go some way to justifying the Sprint’s price premium- when new, even in component form, it was more expensive than a complete Triumph TR6.

Pump the throttle a couple of times before cracking it slightly open. After a couple of cranks the twin cam catches and settles to an irregular beat as it warms through, the single exhaust outlet of the Sprint burbling away.

A few moments later, and it’s time. Grip the evocative steering wheel, Colin Chapman’s signature on the lowest of 3 spokes. Let the left hand fall naturally to the gear shifter, somewhat dainty to look at, almost fragile like the other switchgear and indicator stalks. A little recalcitrant in its selection until absolutely warm, the selector takes a couple of prods of the clutch before first gear snicks in. Release the intuitively weighted clutch with its highish bite point, and feel the note harden with revs as the twin cam pulls us away on an instantly reactive throttle.

Once moving, that word dainty comes to mind once more. You can feel it laced throughout, a feeling of lightness mixed with a sense of vulnerability by being in something so small and clothed in fibreglass. “I wouldn’t want to be having an accident in one of these!” is fellow autiste Greg’s blunt summation when the popped bonnet flaps loosely in the breeze whilst admiring the engine later on. On the topic of safety, period brochures suggested the Elan’s most prominent safety feature beside the 4 wheel discs was its brisk acceleration- to get one out of trouble. A fair point, really, but there concluded the topic. At racing speed it would not be for the faint of heart.

Seek out a bend and immediately that wonderful unassisted steering arouses your interest. The themed delicacy continues here, the rim writhing in your fingers as it passes each nuance of road surface back, information completely undiluted from the 155/75 tyres on 13 inch wheels. Greg notes that there is a small amount of free play in the wheel, but once passed that point there is nothing that does it better. At one stage I breathe an audible “ahh” as I turn in to an open second gear corner and feel the magic of the keen, short-wheelbase chassis and its love of direction change. Of course this was deeply embarrassing when I realise photographer Daniel is alongside! This magic evolves further when you have a chance to play slightly with the throttle whilst turning, the resulting weight transfer being communicated cleanly and quickly. The chassis then poses a simple question: “What do you want to do now?” There are myriad options; delve deeper into the right pedal’s travel and the rear will help push the nose into an apex, feather slightly and you simply grip and go. There is tangible body roll, the Chapman era Lotus philosophy of soft springing but taut damping control coming to the fore in tighter corners, but it does not lead to understeer as one may expect. In fact, the way it shifts across on the springs to load the outside front tyre assists seems to assist turn-in at respectful road speeds.

Once in a straight line, the alacrity with which the Sprint gathers speed is deeply impressive for a 36 year old car with a 1.6 litre engine. Of course that low kerb weight and ‘semi-close’ ratio gearing help here, but the twin cam does kick it up a notch when the tacho swings past 3500rpm, to the accompaniment of hungry dellortos snaffling the cool air. Daniel, who took the pictures for this review, was shocked at the way it picked up speed: “I’ve been in modified 2 litre Escort’s that wouldn’t match this!” he enthuses. Matching the top end was the vigour with which the engine pulled from 2000rpm in a higher gear. Several times while resting in 4th gear at 60km/h, a prod of the throttle met with eager low end response that was just as impressive as the higher end kick. About the only time the engine failed to sparkle was when holding a constant speed just off-cam, at around 3250rpm, at which point a slight vibration created a feeling of the car straining at an imaginary leash, demanding throttle and revs and just more fun. It also wants- no, demands- airflow, as a brief session in stop start traffic proved. As the temp gauge increased, the cockpit also warms up and the engine starts misbehaving. Again, it wants to be moving crisply to truly shine.

So, upon reflection, it would be rude not to give the Sprint its head on occasion, and it is pleasing to note that when you indulge the car the disc brakes are always ready to assist when required. We all know that a car weighing 700kg has an inherent mass advantage, but the way the brakes haul the flyweight down still surprises. This is enhanced further by the brake feel, the pedal soaking your instep with information from the tip of its travel, tyres biting into the road. The narrowness of the footwell allows the obligatory throttle blip on downchanges as the springy, short-throw lever warms to the task as our familiarity increases. Compared to the aforementioned TR6, and even an Alfa GTV of similar vintage, the Elan feels so much more modern in its braking capability, yet it loses nothing in character.

As I turn back towards Brooklands, where this particular Elan is for sale at $34,950, there is time for reflection. The combination really is irresistible- light weight and all its benefits to acceleration, turning and braking, spritely engine, keen handling and that steering feel. Even at 185cm tall, my head fits in comfortably though I would like some more width to manipulate the pedals. Living with one day to day would prove difficult with modern traffic, but if you are looking for a great classic to while away a gorgeous weekend afternoon sampling some feisty country lanes the Lotus Elan approaches perfection.

© 2009 lautista.com.au.