Two years later, Hall had joined the Mazda research team and continued to sow the seed amongst the Japanese engineers. Its chance to sprout came in 1983 when Mazda held an in-house design competition with three entries to be considered; a front-drive hatch similar in concept to the Honda CR-X, a mid engine concept mimicking the Toyota Mr-2, and a traditional British influenced small capacity roadster, with rear wheel drive. The roadster won, project P729 was instigated and the precursor to the MX-5 began development in earnest.
The final product, powered by an 86kw (116bhp) 1597cc DOHC four was shown at the Chicago show in February 1989 with several styling cues influenced directly by that sixties English roadster market that it was striving to revive. Seasoned road testers commented on several design features that emulated the Elan- the shape of its cam covers and contours of the bodywork, not to mention the pop up headlights. Even the drive experience nodded to its illustrious forebear, with manual steering a standard, narrow tyres on small wheels, an engine with a thirst for revs (accompanied by a slight rortiness to the exhaust note) and even an engineered-in ‘click-clack’ to the gear shift for added sixties ‘authenticity’.
To Mazda’s credit they never denied seeking inspiration from the past. MX-5 concept engineer Norman Garrett attributed Chapman’s “driver and car as one” approach as a model for his team to pull towards a similar goal. They were known to have two Elans at their disposal during development and came to know them intimately, Garrett stating that the Elan captured their “essence of our philosophy with simple, timeless design.” He went on to say that the MX-5 had more of a personality, though he was perhaps being a touch one-eyed. To redress the balance, we decided to bring an original example of each car together on a lovely Melbourne summers day to form an unbiased opinion.

The Elan

Our featured Elan is a 1968 Series 4 DHC owned by Rex Beach. It is an Australian delivered car that was shipped unpainted to Geoghegan’s, who were the Lotus agents at the time. This car is in true time-warp condition having covered 38,000 miles from new with full ownership history and has never fallen under a restorer’s touch: “It’s just well maintained- but there is always something that needs maintaining!” laughs Rex. He has made subtle reliability upgrades including the installation of a modern alternator and thermostatically controlled fan that enable the 1558cc twin cam ‘four’ to fire with ease after a flick of the key and not get too hot. Originally rated at 110bhp (82kw), this car has larger, 45mm Weber carburettors rather than the Strombergs most Series 4 Elans utilised.

The car was painted at Geoghegan’s in the Gold Leaf team colours, inspired by the Lotus GP car schemes of the period. Adding a poignant touch are the black Lotus badges, a nod to the immortal Jim Clark who passed away in April 1968.
“The knock-off three-eared wheel spinners are thought to be based off the winning Lotus Indianapolis cars of the time,” Rex explains as the static photos are taken. This example presents as better than new, unmarked black seats and perfect dash highlighting its microscopic mileage. And the detail…even the more modern tyres it wears are dimensionally correct at 155/80/13.
Rex graciously lets me behind the wheel, and I ease my 6 foot 2 inch frame (complete with Christmas kilograms) over the bodywork, into the tiny bucket seat. Shutting the door squeezes my right shoulder, which combines with the tapered foot-well to create a somewhat claustrophobic environment. Grip the evocative tiller, complete with a copy of Chapman’s signature, click the gearshift into first, let out the clutch and…stall it. “The pedal bites solidly at the higher end of its travel,” Rex smiles. Cue quips from the crew about me going for my licence next week! On the second attempt, more throttle and a firmer left foot releases the Elan nicely.
You can really hear those big Webers filling their lungs as you extend the firmly sprung throttle through the length of its travel- but the best thing about a well sorted Elan is its steering. It feels lithe and delicate like the rest of the car (save the carbs and the fabled twin cam exhaust note, all crackly on the overrun) but still tells you what you need to know about the surface beneath. “I get the most pleasure from it out on a curvy road where you just set it up for the corner and sail it through. I don’t push it too hard on the straights except on track…it’s all about nailing the corners,” Rex enthuses as we glide through a sequence of 2nd and 3rd gear bends.

An active member in the Lotus club of Victoria, Rex explains that the only way to truly and safely test its limits is on a circuit, but “then with the short wheelbase, when it finally does let go, you are facing the other way almost instantly. I’ve had that experience at Sandown before…”
Back at road speed, the Elan feels approachable and forgiving in its responses. Turn it in and there is minimal weighing up through the wheel, as expected in a sub-700kg machine. You do, however, sense the nuances of road surface through your fingertips. Let this settle in your mind for a second before the seat of your pants tells you that weight is transferring to the outside front wheel, assisting direction change through supple springing. Turn-in phase complete, you pick your trajectory, adding throttle pressure to balance the forces as weight transfers rearward, digging the back tyres in to slingshot you through the exit. Its poise is utterly addictive; feeling tip-toe agile yet somehow planted and able to provide astonishing levels of grip for a car made in the sixties, running miniscule tyres, and “All this with Triumph Herald steering!”
The Elan is synergy defined- a whole being greater than the sum of its parts (including Lotus Cortina switchgear and Alfa Giulietta stop and indicator lenses), and oozes personality out of every pore.

The MX-5

David James is well known in MX-5 circles, having previously been president of the Victorian MX-5 club, and still being heavily involved today. His example is one of the 45,000 made in 1989 and sports the increasingly hard to find hardtop. The car is unmodified save for some adjustable Koni shocks, set to full soft for road use. An accomplished rally navigator, David also assists in driver training programs held for the little roadsters and is very familiar with the car’s handling tendencies. He certainly looks comfortable in the vehicle as we stand roadside, shutters clicking as he passes by.

Climbing into its cockpit is less of a moment than in the Elan, for is it a much simpler experience. Again height seems to be my issue for on the standard seats my head can easily clatter the roof, my line of vision filled with the upper edges of the windscreen. David informs me that a “friend who is 6 foot 7 drove one for years by removing most of the padding underneath,” but I stop short of asking if I can do the same.
Simplicity of design oozes from the MX-5, with subtleties like the rear tail-lights and diminutive chrome door handles adding a touch of class. “It’s such a well thought out car, everything about it was designed to be user friendly,” David beams. “About the only thing I would change is the position of the electric window switches which are on the rear of the centre console. You always find yourself fumbling for them while on the move.”
From the moment we pull out in the MX-5, the differences to the Elan are perceptible. The main controls meet their design brief of being a car fit for a world market, being tactile yet easy to use. Its steering (also unassisted through a gorgeous three-spoke Momo) is instantly heavier although that is to be expected with another 250kg or so riding on fatter, 185/60 tyres with 14 inch ‘Minilite’ style wheels.
You do miss out on the fuel system symphony through temperamental carbs but the exhaust note, an area the Japanese carefully considered in the development phase, makes up for it. Appropriately effervescent, it is further enhanced sans hardtop, or, in other words, ‘as it should be’.

Engine-wise the MX-5 spins eagerly and responsively to its 7200rpm redline, and is well matched to a wonderfully slick, short-throw five-speed gearbox. The motor loves revs, as its 135nm torque peak @ 5,500rpm indicates, but there is never really a step up in its delivery, no top end sparkle to really make the Mazda dance. This contributes to its friendly nature, but is not ultimately exciting when compared to the Ford based twin cam in the Elan, which feels alert and torquey at lower revs before hardening its note as the redline approaches. Again, the weight advantage contributes significantly to the Elan’s superior acceleration, its snorting engine note also worth at least 20 imaginary horsepower.
Back in the MX-5, everything feels a dimension bigger- neither Rex nor David believing the actual size difference when the cars are side by side later on. As a consequence the key human interfaces feel weightier and more solid in the Mazda (except, interestingly the clutch pedal) and this is reflected in the handling balance. There is less a sense of delicate poise, and though agile when compared to most, it falls short in such exalted company.
Mixed curves reveal more of its repertoire, its aluminium ‘Power Plant Frame’ (a structure bolted between gearbox and diff) contributing to the Mazda feeling more ‘all-of-a-piece’ than the Elan, but the disadvantage here is that subtle transitions in weight are not as well defined. More reassuring is the meatiness evident in the MX-5’s steering, allowing you to more completely feel the build up of cornering forces; a bonus in communicating on-track grip limits. “They really come alive on the track, everything just blends together so well,” adds David. Even under brakes, the car feels planted with a nicely firm pedal building confidence in its stopping abilities. At corner exit, even under heavy throttle, oversteer just never seems to enter the equation. This would make an ideal track car for someone new to rear-wheel drive. Exhilarated, I hand the keys back to David.

Conclusion

Both of these cars are icons of their time and feel almost magical compared to frumpy modern machines with their agility and user-friendly, unfiltered controls. But it is difficult to truly judge them based on ‘personality’ as it is a matter of personal taste. Are Lotus electronics endearing or frustrating? That depends on the person.

Ignoring their relative values, if you wanted to choose one for weekends only, and are handy with the tools, it would be the Elan. Its engine is more characterful, and developing your skills over time to match its handling characteristics would provide a source of great pleasure. It also has the cachet of a Lotus badge which is difficult to ignore.
The MX-5 is more instantly friendly, a car you could use every day if you wanted, as David proved for many years. Its cornering traits are more predictable, its limits less daunting to challenge. And it’s utterly reliable while providing most of the thrills found so abundantly in the Lotus. When you do factor in price the Japanese roadster becomes still harder to ignore, but I just have to. Though my mind prefers the Mazda, my heart loves the Lotus.

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.

Of course the star attractions were the smattering of highly significant Grand Prix Lotus vehicles once owned by John Dawson-Damer. Standing out among these was the ex-Jim Clark 1963 Championship winning Lotus 25. On an estimate of $1.1-1.8 million it was hammered down at $1,350,000. The other championship model, an ex-Andretti and Reutemann 79, sold for $510,000 (est: $480-620,000). However the best Lotus performer was an immaculate example of a 1957 Eleven Le Mans Series 1. Pre-sale figures suggested a range of $90-110,000 but the hammer dropped at $120,000, indicating continued strong interest in the more usable and just as significant Le Mans Sports sector.

Indeed of the 8 Lotus racers put up for sale, 7 sold and all on estimate or better. An ex-Gregory and Bonnier 1961 18 was sole Lotus unsold.

Of the more sedate road going offerings, some value was realised by one enthusiastic punter who picked up a ‘diamond in the rough’- 1913 Sunbeam 12/16hp Tourer chassis, with other parts in pieces and a replica torpedo body frame all supplied for $15,250 (est: $20-30,000). Another below estimate deal, albeit in a different price range, was completed when a 1961 Rolls-Royce Silver Cloud 2 with desirable Mulliner Park Ward convertible coachwork and a wonderfully plush red leather interior found its bidding stall at $145,000 against an estimate of $160-200,000.

Arguably the brightest light on the night for Bonhams was the 1951 Alta GP car, resplendent in red and selling for $40,000 above its top estimate, capturing a cool $200,000. This could prove an astute purchase for the new owner given the cars undeniable rarity (only 2 two-stage engines of this type were ever built) and the historic racing world’s constant fascination with early post-war GP cars.

Another red racer, the ex-Lex Davison Alfa Romeo 6C 1500 went for $345,000.

Back to road cars and the Pre-sale star was the 1967 Aston Martin DB6 Vantage Volante. In Aquamarine, and one of only 29 to this spec, it realised $430,000 ($400-500,000).

Of the 25 lots Bonhams & Goodman listed, 20 were sold, an 80% success rate. Only 6 of these were below estimate. Overall it was a reasonable result for their slick production. It is difficult, however, to ascertain the current condition of our Australian classic market as a whole. The small sample size and the fact that the majority of lots were heavily marketed to an international audience meant the more bread and butter type cars you generally see at Australian auctions were not consigned. Hopefully a more accurate measure of our classic industry will be demonstrated at Shannons on the 24th November. L’autista will be there to bring you the news straight from the floor.

Figures quoted are exclusive of Buyer’s premium. Bonhams & Goodman’s current premium is 11.5% of the purchase price.