Of course it’s not just the benefit of having a conversion that keeps its identity that’s appealing, or a classic car that runs on modern components, or even the fact that you won’t need an SVA test after completion, the real bonus is the fact that you will have a fine performance machine and when you consider that in original guise the Lotus engine produced 115bhp and was still considered lively for its time, then you’ll see that a Spyder Conversion with anywhere approaching 200bhp on tap is a very lively beast indeed. Another point worth noting is that by using the Sierra hubs and brakes and thus replacing the original Chapman Strut parts, which are replaced by bespoke Spax adjustable coil-over dampers, the braking efficiency is extensively enhanced. The final piece in the modern parts jigsaw is the use of a Granada differential and also a cunning addition of an extra wishbone to Chapman’s spartan IRS set up, which takes all the stress and strain away from the driveshaft.

When you clamber into the still very Lotus cockpit (Some things have to remain the same in my view) it’s a real mixed emotions feeling because your head tells you that here is a true sixties classic with period dials and switchgear, yet as soon as you pull away it is obvious that this car is not as it was. For a start it feels so much stiffer with a much better ride that doesn’t crash, bang or wander. The Zetec pulls from way down the rev range and keeps pulling and Spyder’s demo has been treated to a few engine tweaks and produces about 175bhp. This has been achieved by the simple addition of a Piper Cams ‘285’ camshaft, meaning that max power is released at 6700rpm. This is like no Elan I have ever driven and isn’t at all asthmatic and really does give contemporary levels of performance.

The suspension mods have also transformed the handling, and I recall driving a ‘baby’ Elan around Mallory Park quite enthusiastically once and remember that the initial sensation was bloody nerve-wracking until I got my head around the fact that the car had to be ‘picked up’ and thrown! Even then the levels of twitchiness never diminished, with terminal understeer at the very limits of its adhesion. However, this car has none of that, and around the great winding open Fen roads it was possible to launch it at an oncoming apex, where it would stay planted and true, which really was confidence inspiring.

After a short while I totally understood the concept and had a grin etched on my face and I reluctantly took the car back to the Spyder factory, and am truly impressed with the 30-year-old ‘new’ car. Of course it will I think take a little time to find its way into the psyche of the kitcar buyers mind, as most people wouldn’t immediately think to go the route that Spyder Engineering offer, but take it from me the prospect of restoring an already classic kit with 21^st century technology is a very attractive and cost effective one that demands to be taken seriously. I suspect a few more orders will be placed by the kitcar fraternity attracted by its allure.

totalKitcar.com