19

The hardest part of bodywork is working out when the surface is flat. Run the palm of your hand, not fingers, across the bodywork. With practice, you'll start to feel undulations.

 20

At some point, you need to match the body to the new chassis. First, apply the soundproofing (Andy isn't hugging his latest creation!). It's pre-cut for the transmission tunnel.

 21

Lower the body onto the chassis. Four people can do this, holding the body at the end of a sill. Ensure the gearlever and handbrake come through the holes. The throttle bodies need to be taken off, resting on the engine.

22

Once you have the bodyshell in position, mark through the 16 body-to-chassis mounting points. The chassis doesn't come with them pre-drilled

 23

Remove the body again. Drill dash and front towers with 8.5mm drill then tap with 3/8 UNF. Rear towers should be 9.8mm for 7/16 UNF. Use an 11mm bit for the other 10 holes.

 24

Make sure the body is sitting right (check the soundproofing hasn't bunched up). Locate the mounts in the engine bay, through to the front suspension towers, and do up the bolts.

PROJECT PROFILE

THE PLUS 2 was the Lotus company's attempt to build on the success of the two-seater Elan, by adding rear seats and a few luxurious touches. The backbone chassis of the Elan was lengthened and the glassfibre body was all-new.

The new model emerged in 1967 and sold well. However, it's never been as popular as the two-seater Elan and many have been abandoned as beyond economic repair, even though the bodies are usually still good.  Spyder's Zetec conversion addresses this, being cheaper than a restoration to original specifications.  The resulting car is also significantly faster, more reliable and better to drive.

COSTS SO FAR

Car: £1000 (£1600 purchase, minus £600 for parts sold) 
Spaceframe chassis: £1875
Rear disc conversion: £1081
Front disc/ball-joint conversion £1110
Steering rack conversion: £276
Differential mounting brackets: £112
Differential isolators: £94
Handbrake lever & cables: £135
Brake hose kit: £47
Driveshafts (pair): £223
Anti-roll bar kit: £223
Propshaft: £164.50
Zetec mounting brackets £112
Gearlever kit: £229
Engine/gearbox isolators: £41
Gearbox output flange & bolts: £66
Throttle bodies & ECU: £1400
Inlet: £112
Fuel regulator: £35
Water rail & thermostat £200
Engine £1400 (new) £450 (used)
Gearbox £100 (used) plus £250-300 recon
Exhaust manifold £428
Starter motor £88 (new) £15-20 (used)
Alternator £88 (new) £15-20 (used)
Alternator mounts £81
Sump/oil pick-up £105 (new) £25 (used)
Release bearing £53
Clutch £87
Flywheel/ring gear £62
Water pump £45
Differential & inner CVs (used) £150
Sill strengtheners kit: £165
Sill plates (each): £7.50
Paint and prep, approx £3000
OUR TOTAL COSTS SO FAR £11,246.50
JOIN THE CLUB: Club Lotus, Lotus Drivers Club (see Club Guide, page 174)
READ THE BOOK: Lotus Elan, the Complete Story, by Mike Taylor.  Crowood. ISBN 1 86126 011 3.
WHO'S INVOLVED: Spyder Engineering is a fabrication company, specialising in automotive work.  The Lotus connection came about in the mid-Seventies, when the demand for replacement Elan chassis outstripped the Lotus factory's supply.  Spyder improved upon the design, with a spaceframe-type design and the option of an upper rear wishbone to improve strut location.

The company later developed chassis for other Lotus models.  The Spyder chassis (for Elan and Plus 2) will now accommodate the original Twin-Cam or the Zetec, and the original four- or five-speed gearboxes, or a modern Ford five-speeder.

PRACTICAL CLASSICS MAY 2003

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