A wooden dashboard and original smiths instruments are a given, vinyl and trim colours is largely down to choice and budget.

Under the bonnet, things are better still. "The philosophy here is that if it didn't look right, it didn't go in," says Andy. The result is a very neat installation that could easily be the work of a mainstream manufacturer. It's the engine that forms the headline element of the car's specification, and it suits the Elan to a tee.

Compact (smaller, in fact, than the original Lotus twin-cam) and tuneable, the Zetec really does gel with the Lotus's character well. With throttle bodies as per demo, 165bhp is achievable in a totally reliable way. Compare that with the stressed Lotus Twin-cam, Constantly in need of servicing, tuning and attention, and this is a trouble- free alternative.

Ford Zetec installation is very neat and tidy. Produces 165bhp

new, the carpets unblemished and the engine is from the 1990's, not Colin Chapman's era. But as soon as you start covering a few miles, the good aspects of classic car ownership start to filter through. Get to the first complex of bends and you can arrive at only one conclusion: this is definitely a Lotus. 

Big giveaway to the +2's Hethel roots is the ride/handling compromise. Drive along a bumpy, sinking, sagging fenland road that would have a firmly set-up Lotus Seven inspired roadster bucking and the Elan can comfortably settle into a 70mph cruise without dislodging a filling.

  Despite its 165bhp propelling a svelte 800kg (under 40kg of which is the bare chassis), the +2 never feels genuinely rapid in a straight line. Arrive at a 90-degree bend at the end of a straight, though, and it sits flat untroubled by body roll, giving 

oodles of delicate back feed through the steering.

Retrimmed interior looks great, ans 2+2 seating is a real boon

This is where the cross-country pace comes from - it'll carry decent speeds through  corners without ever feeling over-extended.

  Should the tail break loose, it does so very progressively, allowing plenty of time to get things checked before an expensive interface with something immovable. The Yokohama A539s (185/60x14in) are the ideal partner, too. Not the grippiest rubber in existence, they let go slowly and allow an envelope of fun at sane speeds.

  The seats could be a little more supportive during these sorts of exploits, but a good driving position is easy to find. The major controls feel well matched too. The weight of the steering is good, while the gearshift of the 5-speed Ford MT75 gearbox is also a joy, your left hand describing a very definite H as you change ratios.

  I also enjoy a minor 'fault' here. Binning Fords rubber gearstick mount allows the gearstick to gently fizz and buzz in your hand. Result is that it feels alive, organic and totally in keeping with the car.