Also in keeping is the level of noise allowed into the car. Every day practicality has been a key factor in the Spyder's design, but not where it erodes the character of the original Lotus. Therefore, you can hear the engine under power and the exhaust popping, but you wont hear the gearbox or transmission. Even the diff is cleverly mounted on a pivot arrangement to soften vibrations and kickback during gear changes.
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There's no doubt that you could live with a Spyder
Elan everyday. It's comfortable, (relatively) spacious, has a boot large
enough for golf clubs (though you wouldn't use it for that - the weight
would upset the car's fine balance), and will start every time.
Niggles that Lotus owners will know only too well have been ironed out. For instance, endless electrical problems were caused by water dripping onto the under-bonnet fusebox; Spyder move these to the glove box. Also, since we drove the first demo in 2002, a number of refinements have been made. Feedback from 60-odd owners has resulted in a series of small but significant alterations, such as optional rear seatbelts, ignition keys that return to position one automatically... that sought of thing |
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No question that the Spyder Elan is deserving of Lotus Status |
Buyers tend to be people who always wanted original Lotuses but didn't want the hassle that came with their unreliability. |
| Some are even company cars. It's a different breed to
classic Lotus purists, but it gets a good response from them, too. Donors
tend to be cars that have never seen the road again (because of the high
cost of restoring twin cams compared to the low value of +2s), sp
it's a good way of getting them back in circulation.
Ron Hickman, who was involved in designing the +2, is quoted as saying it's exactly what Colin Chapman would be doing today. Price-wise, Spyder will sell you a suitable donor for £1500. To That you need to add $5300 plus VAT kit, which contains everything needed to build the car barring Ford parts. To help with build costs, you can also selloff un-needed parts to guys restoring Elans to original spec. Build one at home as costs will start at £15000 rising to mid-twenties depending on spec. Turn key prices start at £18,000 if you supply your own donor, but pushing the boat out on paintwork, interior trim and the like will see that rise to as much as £29,000. When the car's attributes include keen handling, practicality and the cachet of a Lotus badge, it's got to be worth a closer look whether it's a kit or a classic car. |
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with its modern engine and accommodating interior and boot, the Elan really is a kit - or classic? - car you could use every day.
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| FACTFILE
Spyder Elan +2
Engine (test car): Ford Zetec 2-litre. Engine Options: No others apply for the conversion. Chassis: Spaceframe-style steel backbone. Body: Original Lotus GRP body, usually in need of a respray. Suspension: Front - unequal length double wishbones, coil-over dampers, anti-roll bar. Rear - unequal length wishbones, coil over dampers. Brakes: Ford discs all- round. Front - vented 260mm. Rear - solid 255mm. Kit price: Complete kit barring donor and Ford parts is £5300 plus VAT Budget build cost: From £15000. For more information contact: Spyder Engineering, Station Road Industrial Estate, Whittlesey, Peterborough PE7 2EY. Tel: 01733 203986. Website: www.spydercars.co.uk |
