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{{distinguish|Lotus Elise}}
{{Use dmy dates|date=October 2017}}
{{Use British English|date=May 2017}}
[[File:Lotus Elite (1961) - 9000322838.jpg|thumb|Lotus Elite Type 14]]
The '''Lotus Elite''' name has been used for two production vehicles and one concept vehicle developed and manufactured by British automobile manufacturer [[Lotus Cars]]. The first generation Elite Type 14 was produced from 1957 until 1963 and the second generation model (Type 75 and later Type 83) from 1974 until 1982. The Elite name was also applied to a concept vehicle unveiled in 2010.

==Type 14 (1957–1963)==
{{Infobox automobile
| image =Lotus Elite Reg 1962 1460 cc.JPG
| name = Lotus Elite (Type 14)
| caption = Lotus Elite SE
| manufacturer = {{unbulleted list
|[[Lotus Cars]]
|[[Bristol Aeroplane Company]]
}}
| production = 1957–1963
| designer = {{unbulleted list
|Peter Kirwan-Taylor
|[[Frank Costin]]
}}
| class = [[Sports car]] ([[S-Segment|S]])
| body_style = 2-door [[coupé]]
| layout = [[Front-engine, rear-wheel-drive layout|Front-engine, rear-wheel-drive]]
| engine = 1.2&nbsp;L ''[[Coventry Climax#FWE|Coventry Climax FWE]]'' [[Straight-four engine|I4]]<ref name="wilson">{{cite book|last=Willson|first=Quentin|title=The Ultimate Classic Car Book|year=1995|publisher=DK Publishing, Inc.|isbn=0-7894-0159-2|url-access=registration|url=https://archive.org/details/ultimateclassicc00quen}}</ref>
| transmission = 4-speed [[manual transmission|manual]]
| length = {{cvt|3759|mm|in|1}}<ref name=Motor1960/>
| width = {{cvt|1506|mm|in|1}} <ref name=Motor1960/>
| height = {{cvt|1181|mm|in|1}}<ref name=Motor1960/>
| wheelbase = {{cvt|2242|mm|in|1}}<ref name=Motor1960/>
| weight = {{cvt|503.5|kg|lb}}
| predecessor = 
| successor = [[Lotus Elan]]
| aka = 
| related = 
| sp = uk
}}

The first generation of the Elite or ''Lotus Type 14'' was a light weight two-seater [[coupé]] produced from 1957 until 1963.

The car debuted at the 1957 [[British International Motor Show|London Motor Car Show, Earls Court]], bearing chassis number 1006.{{efn|The original UK registration 147VMK with white body and black roof, painted all white and registered "LOV 1" in 1959,<ref>{{cite web|url=https://www.hrscc.co.nz/formula-junior/gemini/chequered-flag-brief-history/|title=The Chequered Flag, A Brief History|website=The Historic Racing and Sports Car Club Inc|access-date=23 Aug 2025}}</ref> written off at [[Snetterton Circuit|Snetterton]] in 1962.<ref name=ort />{{rp|p.208}} Chassis numbers 1008 and 1009 were displayed at 1958 [[British International Motor Show|Earls Court]].<ref>{{cite magazine | url = http://lotuseliteworldregister.com/members-cars2/87-lotus-elite-members-cars/91-elite-1008 | title = Elite #1008 – The 1958 Earls Court Show Car | archive-url=https://web.archive.org/web/20170429101453/http://lotuseliteworldregister.com/members-cars2/87-lotus-elite-members-cars/91-elite-1008 |archive-date=29 April 2017 | magazine = Club Elite Newsletter | number = 31 | date = December 2011 | via = Lotus Elite World Register }}</ref><ref name=ort>{{cite book|last=Ortenburger|first=Dennis|title=LOTUS ELITE Racing Car for the Road|year=2002|publisher=Coterie Press|location=London|isbn=1902351037}}</ref>{{rp|p.208}}}} The Elite had spent a year in development, aided by "carefully selected racing customers" before going on sale.<ref name="Setright, p.1227">{{citation | last = Setright | first = L. J. K. | author-link = L. J. K. Setright | chapter = Lotus: The Golden Mean | editor-last = Northey | editor-first = Tom | title = World of Automobiles | location = London | publisher = Orbis | date = 1974 | volume = 11 | page = 1227 }}</ref>

The Elite's most distinctive feature was its highly innovative [[fibreglass]] [[monocoque]] construction, in which a stressed-skin [[Glass reinforced plastic]] unibody replaced the previously separate chassis and body components. Unlike the contemporary [[Chevrolet Corvette]], which used fibreglass for only exterior bodywork, the Elite used glass-reinforced plastic for the entire load-bearing structure of the car. A steel subframe for supporting the engine and front suspension was bonded into the front of the monocoque, as was a square-section windscreen-hoop that provided mounting points for door hinges, a jacking point for lifting the car and roll-over protection components.<ref>Setright, p.1226.</ref> The first 250<ref>{{citation | author-link = Gérard Crombac | last = Crombac | first = Gérard | title = Colin Chapman – The Man and His Cars | publisher = Patrick Stephens Ltd. | date = 1986 | page = 93 | isbn = 978-0850597332 }}</ref> or 280<ref name=ort />{{rp|p.86}} body shells were made by Maximar Mouldings at [[Pulborough]], Sussex. This body/chassis structure caused numerous early problems, until manufacture was handed over to [[Bristol Aeroplane Company]].<ref name="Setright, p.1227"/>

The resultant body was lighter, stiffer, and provided better driver protection in the event of a crash. Still, a full understanding of the engineering qualities of fibreglass-reinforced plastic was several years off, and the attachment points for the rear suspension arms were regularly observed to pull out of the fibreglass structure. The weight savings allowed the Elite to achieve racecar-like performance from a {{cvt|75|hp|kW|0}}, {{cvt|1216|cc|L|1}} [[Coventry Climax#FW|Coventry Climax FWE]] all-aluminium [[straight-four engine]] while returning a fuel consumption of {{cvt|35|mpgimp}}.<ref name="wilson" /> All production Elites were powered by the FWE engine, except for one that acted as a testbed for the newly developed [[Lotus-Ford Twin Cam]] engine. The FWE engine was derived from a lightweight (FW = Feather Weight) one-man-trolleyed water pump engine used for firefighting.<ref>{{cite magazine | url = http://lotuseliteworldregister.com/Newsletters/CEN/CEN_vol2_no1_april1972.pdf | archive-url = https://web.archive.org/web/20140727144752/http://lotuseliteworldregister.com/Newsletters/CEN/CEN_vol2_no1_april1972.pdf | archive-date = 2014-07-27 | title = Coventry Climax Industrial Water Pump Engine | magazine = Club Elite North America Newsletter | volume = 2 | number = 1 | page = 3 | first = Michael | last = Taverner | via = Lotus Elite World Register }}</ref>

The car had independent suspension all round with transverse wishbones at the front and [[Chapman strut]]s at the rear. The rear struts were so tall, that they poked up in the cabin and the tops could be seen through the rear window from a car behind.<ref name="wilson" /> The Series 2 cars, the first 31 with Maximar and the rest with Bristol-built bodies,<ref name=ort />{{rp|p.86}} had triangulated trailing radius arms for improved toe-in control. Girling disc brakes, usually without servo assistance, of {{cvt|9.5|in|mm|0}} diameter were used, inboard at the rear. When leaving the factory, the Elite was fitted with [[Pirelli Cinturato]] 155HR15 tyres on wire wheels.

The original Elite body style drawings were by Peter Kirwan-Taylor. [[Frank Costin]] (brother of Mike, the co-founder of [[Cosworth]]), at that time Chief [[Aerodynamic]] Engineer for the [[de Havilland]] Aircraft Company, contributed to the final shape. The car was later tested for [[aerodynamics]] that showed the [[drag coefficient]] of {{cd|0.29}}<ref name="wilson"/>, excellent considering Costin did not have access to [[computer-aided design]] or [[wind tunnel]] testing.

The SE model was introduced in 1960 as a higher-performance variant, featuring twin SU carburettors and cast alloy intake manifold resulting in engine power output increasing to {{cvt|85|hp|kW|0}}, four-speed [[ZF Friedrichshafen|ZF]] S 4-12 gearboxes<ref>{{cite web|last=Vogler|first=Janine|url=https://www.zf.com/mobile/en/company/strategy/heritage_zf/stories/lotus01.html|website=ZF.com|title=Among Friends - Part 1|date=20 Jan 2022|access-date=23 Aug 2025}}</ref> in place of the standard "cheap and nasty" MG ones,<ref name="Setright, p.1227"/> Lucas PL700 headlamps,<ref>[http://lotuseliteworldregister.com/elite-technical/83-installing-pl700 Lucas PL700 headlamps] Lotus Elite World Register.</ref> and a silver coloured roof. The Super 95 model<ref name="Setright, p.1227"/> had a more powerful engine with 10.5:1 compression ratio and two sets of Weber 40DCOE carburettors. A limited number of Super 100 and Super 105 cars were made for racing with a 5-bearing high lift camshaft, steel timing gear, ported head, and fabricated exhaust manifold.{{efn|See [[Coventry Climax#FW]] for details.}}

Among the Elite's few faults was a resonant vibration at 4,000&nbsp;rpm (where few drivers kept the rev on the street){{efn|It was cured by substituting a diaphragm clutch spring.<ref name="Setright, p.1227"/>}} and poor quality control, handicapped by an overly low price (resulting in Lotus losing money on every car produced) and, "perhaps the greatest mistake of all", offering it as a kit (with a substantial reduction in price and Purchase Tax),<ref name=ort />{{rp|pp.134-136}} exactly the opposite of the ideal for a quality manufacture.<ref name="Setright, p.1227"/> Many drive-train parts were highly stressed and required re-greasing at frequent intervals.

When production ended in 1963, 1,030 cars had been built.<ref>{{cite book|last=Ortenburger|first=Dennis|title=The Original Lotus Elite, Racing Car for the Road|publisher=Newport Press|year=1977}}</ref>{{rp|p.86}} Other sources indicate that 1,047 were produced.<ref name=scm201404>{{cite journal|last=Trummel|first=Reid|title=1960 Lotus Elite Series II|journal=[[Sports Car Market]]|date=April 2014|volume=26|issue=4|page=71}}</ref>

A road car tested by ''[[The Motor (magazine)|The Motor]]'' magazine in 1960 demonstrated a top speed of {{cvt|111.8|mph|km/h}} and a 0–{{cvt|60|mph|km/h}} acceleration time of 11.4 seconds. A fuel consumption of {{cvt|40.5|mpgimp|L/100 km mpgus}} was recorded. The test car cost £1,966 including taxes.<ref name=Motor1960>{{Cite journal |title=The Lotus Elite |journal=[[The Motor (magazine)|The Motor]] |date=11 May 1960}}</ref>

=== Legacy ===
The ownership and history of the more than 1,000 Elites is maintained by the Lotus Elite World Register.<ref>[http://lotuseliteworldregister.com/ Lotus Elite World Register] Lotus Elite World Register</ref> There are several active clubs devoted to the Lotus Elite.<ref>[http://lotuseliteworldregister.com/elite-clubs Lotus Elite Clubs] Lotus Elite World Register</ref>

===Motor sport===
[[File:Lotus Elite at Mallory Park.JPG|thumb|left|A Lotus Elite in racing trim]]

Like its siblings, the Elite was campaigned in numerous formulae, with particular success at Le Mans and the [[Nürburgring]]. The Elite won in its class six times at the 24 hour of [[Le Mans]] race as well as two ''Index of Thermal Efficiency'' wins. Les Leston, driving "DAD 10", and Graham Warner, driving "LOV 1", were noted UK Elite racers. In 1961, [[David Hobbs (racing driver)|David Hobbs]] fitted a Hobbs Mecha-Matic 4-speed automatic transmission to an Elite,<ref>[http://lotuseliteworldregister.com/elite-technical/127-hobbs-mecha-matic-automatic-transmission Hobbs' Mecha-Matic Automatic Transmission] Club Elite Newsletter, Vol 1, No. 1; Motor Sports, December 1962</ref> and became almost unbeatable in two years' racing when he won 15 times from 18 starts. [[New South Wales]] driver [[Leo Geoghegan]] won the [[1960 Australian GT Championship]] at the wheel of a Lotus Elite.<ref>[http://www.camsmanual.com.au/01_about.asp Australian Titles] {{webarchive |url=https://web.archive.org/web/20090302135923/http://www.camsmanual.com.au/01_about.asp |date=2 March 2009 }} Retrieved from www.camsmanual.com.au on 16 April 2009</ref> After winning ''Index of Thermal Efficiency'' prize, Lotus decided to go for an outright win at Le Mans in 1960. They built a one-off Elite, called the LX, with a {{cvt|1964|cc|L|1}} [[Coventry Climax#FPF|FPF]] engine, larger wheels, and other modifications. In testing, it proved capable of a top speed of {{cvt|174|mph|kph|0}}. Unfortunately, the lead driver, [[Innes Ireland]], left Le Mans the night before the race, so the car did not have a chance to prove itself in competition.<ref>{{Cite web|url=http://www.motorsportmagazine.com/archive/article/december-1998/44/lotus-should-have-won-le-mans|title=The Lotus that should have won Le Mans|last=Lawrence|first=Mike|date=December 1998|work=[[Motor Sport (magazine)|Motor Sport]] magazine archive|access-date=7 October 2017|page=44}}</ref>
{{Clear}}

==Types 75 and 83 (1974–1982)==
{{Infobox automobile |sp=uk
| image = 1975 Lotus Elite 2.0.jpg
| caption = Lotus Elite Type 75
| name = Lotus Elite (Type 75/83)
| manufacturer = [[Lotus Cars]]
| production = 1974–1982<br />2,535 produced
| assembly = United Kingdom: [[Hethel]], [[Norfolk]]
| designer = [[Oliver Winterbottom]]
| class = [[Sports car]] ([[S-Segment|S]])
| body_style = 2-door [[2+2 (car body style)|2+2]] [[shooting brake]]
| layout = [[Front-engine, rear-wheel-drive layout|Front-engine, rear-wheel-drive]]
| engine = {{unbulleted list
|2.0&nbsp;L ''[[Lotus 907]]'' [[Straight-four engine|I4]]
|2.2&nbsp;L ''[[Lotus 900 series|Lotus 912]]'' I4 (from 1980)
}}
| transmission = {{unbulleted list
|4-speed manual
|5-speed manual
|3-speed [[automatic transmission|automatic]]
}}
| length = {{cvt|4470|mm|in|1}}
| wheelbase = {{cvt|2490|mm|in|1}}
| width = {{cvt|1820|mm|in|1}}
| height = {{cvt|1210|mm|in|1}}
| weight = {{cvt|1112 to 1168|kg|lb}}<ref>Lotus Cars Workshop Manual</ref>
| predecessor = 
| successor = 
| related = [[Lotus Éclat]]
}}

From 1974 to 1982, Lotus produced the considerably larger four-seat ''Type 75'' and later ''Type 83'' Elite. With this design Lotus sought to position itself upmarket and move away from its kit-car past.<ref>{{citation | last = Robson | first = Graham | title = Lotus since the 70's Vol. 1: Elite, Eclat, Excel, Elan Collector's Guide | date = September 6, 1993 | publisher = Motor Racing Publications | isbn = 978-0947981709
 }}</ref> The Elite was announced in May 1974.<ref>{{cite journal | title = Four-seat Elite from Lotus costs £6,000 | journal = The Times | date = 15 May 1974 | page = 4 | issue = 59089 }}</ref> It replaced the ageing [[Lotus Elan#Elan .2B2|Lotus Elan Plus 2]].

The Elite has a [[shooting brake]] body style, with a glass rear hatch opening into the luggage compartment. The Elite's fibreglass bodyshell was mounted on a steel [[backbone chassis]] evolved from the [[Lotus Elan|Elan]] and [[Lotus Europa|Europa]]. It had 4-wheel [[independent suspension]] using coil springs. The Elite was the first Lotus automobile to use the aluminium-[[engine block|block]] [[multi-valve|4-valve]], [[Double overhead cam|DOHC]], four-cylinder [[Lotus 907|Type 907]] engine that displaced {{cvt|1973|cc|cuin|1}} and was rated at {{cvt|155|hp|kW|0}}. With this engine the car does {{cvt|0|-|60|mph|km/h|0}} in 8.1 seconds and reaches a top speed of {{cvt|125|mph|km/h|0}}. (The 907 engine had previously been used in [[Jensen-Healey]]s.) The 907 engine ultimately became the foundation for the 2.0 L and 2.2 L [[Lotus Esprit|Esprit]] power-plants, the naturally aspirated [[Lotus 900 series#Type 912|912]] and the turbocharged [[Lotus 900 series#910|910]]. The Elite was fitted with a 4 or 5-speed manual transmission depending on the customer specifications. Beginning in January 1976, an automatic transmission was optional.

The Elite had a claimed drag co-efficient of 0.30 and at the time of launch, it was the world's most expensive four-cylinder car. The Elite's striking shape was designed by [[Oliver Winterbottom]]. He is quoted as saying that the basic chassis and suspension layout were designed by [[Colin Chapman]], making the Elite and its sister design the [[Lotus Eclat|Eclat]] the last Lotus road cars to have significant design input from Chapman himself.<ref>Octane Magazine "Lotus Legends" (2010)</ref>

The Elite was available in four main variations, set apart by equipment levels: 501, 502, 503, and later on 504.

* 501 - "Base" version.
* 502 - Added air-conditioning to the base model.
* 503 - Added air-conditioning and power-steering.
* 504 - Added air-conditioning, power-steering and automatic transmission.

The Elite was the basis for the [[Lotus Eclat|Eclat]], and the later [[Lotus Excel|Excel]] 2+2 coupés.

Although larger and more luxurious than previous Lotus road cars, the Elite and Éclat are relatively light, with kerb weights not much over {{cvt|2300|lb|kg|0}}.

In 1980 the Type 75 was replaced by the Type 83, also called the Elite Mark 2.<ref name=sportscar2>[http://www.sportscar2.com/sports-car-lotus-elite-mark-2-type-83.html The Lotus Elite Mark 2 Type 83 Sports Car, www.sportscar2.com] Retrieved 19 February 2017</ref> This version received a larger {{cvt|2174|cc|cuin|1}} Lotus 912 engine.<ref name=sportscar2/> The chassis was now galvanised steel and the five speed BMC gearbox was replaced by a Getrag Type 265 unit.<ref name=sportscar2/> The vacuum-operated headlights of the earlier model were replaced with electrically operated units and the Elite was now fitted with a front spoiler, a new rear bumper and brake lights from the [[Rover SD1]].<ref name=sportscar2/> 
 
<gallery widths="200" heights="150">
File:Lotus-elite S2 002.jpg|1978 Lotus Elite S2 (Type 75)
File:Lotus-elite S2.2 002.jpg|1981 Lotus Elite S2.2 (Type 83)
File:Lotus-elite S2.2 003.jpg|1981 Lotus Elite S2.2 interior
</gallery>

{{-}}

==Elite concept==
On 20 September 2010, Lotus unveiled photos of an Elite concept that was exhibited at the [[2010 Paris Motor Show]]. The car was expected to go into production in 2014.<ref>{{Cite web |last=Cropley |first=Steve |title=Paris Motor Show: Lotus Elite |url=http://www.autocar.co.uk/News/NewsArticle/AllCars/252864/ |date=1 October 2010 |publisher=autocar.co.uk |access-date=14 February 2011 }}</ref>

[[File:Lotus paris 4.JPG|thumb|left|Proposed 2014 Elite at the [[2010 Paris Motor Show]]]]

The car was to feature a 5.0-litre [[V8 engine]] sourced from Lexus, rated at {{cvt|592|hp|kW|0}}. The car would have a [[Front-engine, rear-wheel-drive layout#Front mid-engine.2C rear-wheel-drive layout|front-mid engine layout]] to distribute weight evenly at all four wheels. An optional hybrid [[Kinetic Energy Recovery Systems|kinetic-energy recovery]] system would augment the V8 by feeding electricity generated by braking to motors in the transmission. The 0–{{cvt|100|kph|mph|0}} time was reported to be as low as 3.5 seconds, with a top speed of {{cvt|315|kph|mph|0}}.<ref>{{cite web |author=Passing Lane |url=http://www.thepassinglane.ca/2010/09/lotus-moving-beyond-hardcore-sportscars-with-new-elite.html |title=Lotus moving beyond hardcore sportscars with new Elite – The Passing Lane |publisher=Thepassinglane.ca |access-date=20 March 2011 |archive-url=https://web.archive.org/web/20110706205417/http://www.thepassinglane.ca/2010/09/lotus-moving-beyond-hardcore-sportscars-with-new-elite.html |archive-date=6 July 2011 |url-status=dead }}</ref>

The car had a [[2+2 (car body style)|2+2]] body style and was to be marketed as a grand tourer.

The Elite project was cancelled in July 2012 after a take over of Lotus' then parent company [[PROTON Holdings|Proton]] by [[DRB-HICOM|DRB-Hicom]] which initiated a new cost effective business plan.<ref>{{cite web|url=http://jalopnik.com/5928952/lotus-cancels-nearly-all-of-dany-bahars-five-future-vehicles|title=Lotus Cancels Nearly All Of Dany Bahar's Future Lotus Cars|first=Travis|last=Okulski|date=25 July 2012 |access-date=22 October 2018}}</ref>
{{clear}}

==References==
{{Reflist|colwidth=30em}}

==Notes==
{{notelist}}

==External links==
*[https://web.archive.org/web/20180212202017/http://lotuseliteworldregister.com/members-cars2/elite-cars/78-elite-1468 Lotus type 14 Elite research and early history of company surrounding restoration of EB-1468]
*{{imcdb vehicle|make=Lotus|model=Elite|Lotus Elite}}
 
{{commons category|Lotus Elite}}

{{Lotus}}

[[Category:Lotus vehicles|Elite]]
[[Category:Grand tourers]]
[[Category:Cars introduced in 1957]]
[[Category:24 Hours of Le Mans race cars]]
[[Category:1960s cars]]
[[Category:1970s cars]]
[[Category:1980s cars]]
[[Category:Rear-wheel-drive vehicles]]
[[Category:Coupés]]
[[Category:Cars discontinued in 1982]]