Lotus Elan

The steel backbone chassis rusts at the front T-section, at the fork joints and around the rear suspension mounts. For the Elan specifically, verify the exact type (26, 36, 45, 50 +2 or 26R), the engine (early 1,498cc vs the definitive 1,558cc) and — critically — that this is the CLASSIC Elan and not the 1989–95 M100 Elan, which is a distinct FWD Isuzu-engined car and will be covered in its own guide. A car with a corroded or previously repaired backbone is a chassis-out project regardless of body condition; the backbone is a replacement part but the labour is significant. Insist on a lift inspection with the body slightly raised or with the wheels off to see the T-section and forks properly.

The glassfibre body does not rust but is prone to stress cracks around the door apertures, headlamp pods and inner arches; historic poor repairs can be extensive. Verify body originality against period photography and the Club Lotus / Lotus Drivers' Club record — a car re-shelled from a poor donor is materially different from an original body kept true.

The Ford-derived Lotus twin-cam (1,558cc from very early production) is well-supported through the specialist network. Verify cold-start behaviour, oil pressure at temperature, cambelt / timing-chain history and evidence of recent service. Rotoflex driveshaft couplings are a known consumable — verify recent replacement or budget accordingly.

Types 26 (drophead), 36 (fixed-head coupé, from 1965), 45 (drophead, from 1966) and 50 (+2, 1967–75), plus the 26R lightweight racing car and the Sprint big-valve final development, are materially different cars. Verify chassis-plate identity against the recognised registry; kit-built cars must be reconciled against original build documentation, and 26R cars require full period race provenance before any sporting valuation.