Lotus Elite, Eclat & Excel buyer’s guide

Despite their reputation for dodgy reliability and hit-or-miss build quality, the Lotus Elite/Eclat/Excel could well be the perfect classic sports cars. Why? Glassfibre bodies that simply never rust, race-bred engines, and chassis tuned by sharp minds who prized driver feel above all else. And even though they offered far more comfort and creature comforts than an Elan, they still barely nudged over the one-ton kerb weight mark. True, they could be temperamental, but that’s hardly a reason to shy away from what might be one of the most thrilling cars you’ll ever own.

We’re talking about three distinct models here, but at their core they’re all very similar. The Elite (the 1974 launch, not the 1950s coupé) replaced the Elan +2, providing proper four-seat accommodation – of a sort – and the practicality of a shooting brake, letting adventurous parents inject a hint of excitement into their sepia-toned family holidays, possibly frightening the children on the local race track along the way. It was also the first Lotus to use the aluminium-block DOHC 16-valve 907 engine, producing 155bhp (pretty impressive for a 2.0-litre in the mid-1970s) and boasting four-wheel independent suspension alongside those very 1970s “spaceship” looks.

The Eclat was built on the Elite’s underpinnings but wore a rakish fastback body, succeeding the spirit, if not the style, of the much-loved Elan. Later cars featured the 2.2-litre 912 engine – similar power but with more torque – and a Getrag gearbox rather than the early unit with Austin Maxi origins. The Excel? That carried the platform through to the early 1990s with modernised styling and benefitted from Lotus’ deal with Toyota, gaining the Supra’s gearbox, differential, driveshafts, wheels and door handles.

Of course, caution is wise when buying a classic Lotus, but the relative lack of desirability of these models can actually help: most collectors will chase an Elan, yet enough enthusiasts maintain and restore Elites and their successors to ensure a respectable selection of quality examples remains available.

Lotus Elite/Eclat/Excel values

While no longer as overlooked as they once were, prices for all three models remain surprisingly modest – for what would buy you a decent but not exceptional MGB GT or Reliant Scimitar, you could be behind the wheel of a really tidy Lotus Elite. In fact, £5,000-£8500 would secure a solid, driving but unremarkable example of any of the three. At that level, however, bodywork would likely show fading or bleaching, with interiors looking a bit tired. Push up to £10,000 and you enter the bracket of cars without obvious flaws, all mechanical components in good order and interiors presentable. Into five-figure sums come the very best examples, with Eclats and Excels topping out around £15,000 and Elites reaching up to £18,000.

Insurance Costs

1985 Lotus Excel SE 2.2, £8000 value

Example quote: £142.67 or £160.67 with Agreed Value.

Quotation supplied by Lancaster Insurance. Tel: 01480 400761

Quote based on a 45-year-old marketing manager, access to another car, no claims or convictions, club member, 3000 miles per year, no modifications, living in SP2 0HL. Disclaimer: Subject to underwriting criteria. An additional charge may be payable. Authorised and regulated by the Financial Conduct Authority.

Body and chassis

The thing most likely to ruin a 1970s Lotus, your finances, and quite possibly your enthusiasm for classic cars is structural corrosion. Like almost all Hethel-built models, the Lotus Elite, Eclat and Excel all feature a ‘spine’ chassis and body frame constructed from tubular steel with moulded GRP body panels. The plastic bodywork is naturally corrosion-resistant, but the steel sections certainly are not. Series 2 cars (from 1980 onwards) received galvanised chassis frames, which greatly reduce the risk here – though contrary to popular belief, even galvanised frames can rust. Earlier cars suffered severe structural corrosion, with some requiring replacement frames after just three or four years. S1 examples that have been rebuilt or restored will often feature galvanised frames, so it’s wise to avoid any still on a mild steel chassis unless it is pristine. Also be wary of cars where tubes or repair sections have been welded in to replace rotten metal – poor-quality or home-made sections will not have the same rigidity as Lotus-spec components, and the overall strength also depends on the quality of the welding. In the long term, fitting a new chassis rather than patching a bad original one is usually easier, cheaper, and produces a better-driving car – but it remains a major job and would cost more than the car would gain in value.

The most vulnerable area is the crossmember between the rear suspension turrets, as it not only collects water and road debris but is also hard to inspect and structurally crucial. If allowed to corrode unchecked, the suspension mounts can eventually fail. The best way to examine this is from underneath with the car on a lift. Other crossmembers and outriggers are also at risk, particularly around the body mounts, which contain felt pads that trap water. On S1 cars, the hollow front cross-tube doubles as the vacuum reservoir for the pop-up headlamp system, and if corrosion perforates this section, it will not hold vacuum. The lights rely on vacuum to stay down, so they pop up when it fails; if a car has lamps that won’t retract (or is only shown in photos with the lights up) be suspicious and check the cross-tube carefully. That said, the vacuum system can be temperamental with age, so this may not always signal a serious problem.

The bodywork itself is generally less of a concern. The Elite and Eclat twins introduced new moulding and painting methods. Their bodies were made in two halves (with a trim line along the flanks – chrome on S1s, black plastic on the Excel – hiding the join), formed by vacuum to create lighter, smoother, and more consistent shapes. Lotus was able to achieve a high-gloss finish suitable for the cars’ premium positioning. Consequently, patches of poor paint or cracked/crazed gelcoat usually indicate accident or parking repairs, and uneven surfaces suggest filler or repair sections were badly applied. Cars kept mostly outdoors often show faded paint and more gelcoat crazing, but as long as the plastic itself remains sound, this is purely cosmetic. Restoring GRP properly requires a specialist with the right skills, so don’t overpay for a car with rough-looking bodywork.

Engine and transmission

The 900-Series engines fitted across the Lotus Elite, Eclat and Excel range are not as fragile as their reputation suggests, but they do require regular attention and maintenance. Check the oil level and condition in the sump, as these engines are known to burn oil at a steady rate even when in good order (up to two litres per 1000 miles is considered normal, with a six-litre sump). Oil leaks from the cam covers are common, though modern improved gaskets can cure this. Inspect the top end for oil seepage and see if it collects in the spark plug wells – if it does, it can lead to hard starting or misfires, which disappear once the oil is cleared. Otherwise, the engines are generally oil-tight, so leaks from the crank seals or filler cap usually indicate worn bores. At this stage it’s best to walk away, as rebuilding a 900-Series engine to proper standard is an expensive undertaking.

All three models were equipped with twin Dell’Orto carburettors, which hold their settings well but can suffer from worn jets and spindles over time. This puts them out of balance, causing rough idling or surging at steady engine speeds on light throttle. Be wary if the idle is unusually high, as this may have been raised to mask a stubbornly uneven idle. Rebuilding the carburettors is neither costly nor difficult, however.

The cambelt should be replaced every 24,000 miles or two years (note the latter is particularly relevant for cars that are rarely used), so you’ll want to see evidence of this in the vehicle’s history. Ideally, the same interval should apply to coolant changes, which the all-alloy engines require to avoid corrosion or sludge forming in the internal passages. This is usually the cause of any overheating (the engines generally remain cool unless there’s a fault), though a corroded radiator could also be to blame. Replacement exhaust sections are available but costly due to the complex bends, so check the pipework carefully for holes or rust.

Four manual gearboxes were fitted across the Lotus Elite, Eclat and Excel series. Base-spec Eclats used a four-speed Ford Cortina gearbox. Other S1s had a bespoke casing with five-speed Austin Maxi internals. The S2s employed a Getrag unit, while the Excel shared a Toyota gearbox with the Supra. The Eclat and Elite were also offered in top-spec form with a three-speed Borg Warner automatic, replaced in the Excel by a ZF four-speed. The S1 five-speed is the only unit of real concern – it was originally developed for the Elan +2, and the Maxi components aren’t up to coping with the torque of the larger engine or the extra weight of the Eclat and Elite. Parts are scarce, making rebuilds difficult and costly. Ensure the synchromesh isn’t worn (watch for crunching downchanges) and that there are no shrieking bearings or damaged teeth. The Ford four-speed is basic but robust, and parts are easy to source for a rebuild. The Getrag and Toyota gearboxes are strong and largely trouble-free. The automatics are generally reliable too, especially the ZF unit, and both can be rebuilt if necessary. However, it’s rarely worthwhile unless the rest of the car is in particularly good condition. Check for smooth engagement, quick gear changes and a working kick-down function.

Keep an eye on the driveshaft universal joints, particularly on the Eclat/Elite, which tend to wear. They were also susceptible to vibration and a ‘booming’ noise even when new, especially on S1 models. Any loud graunching sounds, knocks from worn joints, a feeling of binding under power, or similar symptoms indicate trouble, though replacement parts are readily available and straightforward to fit. The Excel benefits from the more robust, sealed-for-life Supra driveshafts.

Suspension, steering and brakes

The manufacturer cherry-picked components from BMC, Triumph and Ford for the Lotus Elite/Eclat/Excel, a strategy that pays dividends even today, as parts are largely easy to source and the quirks of each donor car are well understood.

Front suspension uprights and trunnions come from the Triumph Herald, so they require regular lubrication with gear oil rather than grease. Check with the owner what has been used, and inspect around the uprights and lubrication points for signs of grease (or a lack of it). Lift the front wheels off the ground and rock them to detect any play in the bearings, hubs, uprights or steering joints. Excessive wear in these areas often shows up as vague, wandering steering on a test drive, though with proper lubrication the Lotus’s low weight means they rarely wear quickly.

The rear suspension is more bespoke, featuring the familiar Chapman struts and lightweight A-frame wishbones. It generally suffers no specific faults beyond rust on the mounting points. Do also give the rear wheels on Eclat/Elite models a ‘wobble’ test, as the Austin Maxi rear wheel bearings occasionally need re-greasing, and neglect here can lead to wear and noise. Various bushes, such as the anti-roll bar mounts, are sourced from the Ford Escort, so replacing any worn items is straightforward.

The steering joints come from the Escort as well (except on the Excel, where the compatible model is, of all things, the Leyland-DAF 200 Series – formerly the Leyland Sherpa!) and the steering rack is Ford Capri on cars with power steering, and Ford Escort on those without.

The brakes are discs at the front and, on the Elite/Eclat, inboard drums at the rear. The low-spec Eclats (the ones also fitted with the Ford gearbox) have Triumph Vitesse front brakes, while others use unique discs with Jaguar XJ6 callipers. The rear drums were originally MGC or Ford Capri depending on the car’s age, with the system operated by a Ford Escort Mk2 master cylinder and servo. The Excel switched to outboard rear discs, using Toyota Supra components. Handbrake rigging is either from the Ford Escort (on the Eclat/Elite) or the Toyota Celica (on the Excel).

The main thing to watch is the inboard rear brakes on the earlier cars – access is very awkward, so they are often neglected, and fixing any issues is tricky. Check for leaking wheel cylinders, listen for shoes worn down to the metal, and feel for pedal vibrations caused by warped drums. A spongy pedal could also indicate problems with worn or leaking cylinders, almost always at the rear.

All of this goes to show that nearly all the running gear on these cars is easy to source, and you can often save a fair amount if you hunt down the parts ‘at source’ rather than opting for Lotus-branded components. None of them are particularly delicate or problematic, and most issues stem from ordinary wear, age or neglect. That said, don’t get carried away, as the cost of these parts can mount quickly, sometimes to the point where you might have been better off buying a superior car from the start.

Interior, trim and electrics

The Elite/Eclat marked a significant step for Lotus in terms of finish, comfort, refinement and equipment. These were intended as luxurious sports tourers, with cockpits aimed to rival those from Italy and Germany. Ambition slightly exceeded Hethel’s capabilities at the time, with poor-quality materials and build from the outset, and much of the interior used materials that aged or wore badly. There’s therefore plenty to inspect, a high chance of wear, and most parts are not easy to replace if damaged. If you plan to use a car only occasionally or for weekend enjoyment, a simpler Eclat or Elite makes sense, with less to go wrong. The Excel also benefited from markedly better materials and build quality, along with more readily available instruments. Depending on the period, switchgear came from either the British Leyland or Toyota parts bin, but it can still be surprisingly costly to replace, so faulty or non-working switches should be carefully checked.

A typical Elite or Eclat interior is a riot of 1970s synthetic materials in a rather controversial colour. If it’s tatty, ripped, stained, or simply a fashion faux pas in your eyes, it can all be stripped out and refurbished by a trim specialist, though this doesn’t come cheap. A shabby interior (they’re prone to sagging headlinings and worn seats) can, however, be a useful bargaining point.

Rust, perished seals and cracked plastics often lead to water ingress, wreaking havoc inside all three models. Damp carpets and footwells – or even mouldy rear seats – are usually the result of corroded steel seat mounting brackets, which leave exposed holes that suck up water when driving through rain or puddles. On Eclats and Excels, the sealant around the rear windows also hardens and cracks over time, letting rain in. Similarly, brittle or shrunken door seals, perished speedo cable grommets, failed wiper spindle seals and poor windscreen seals (often on cars that have been stripped and rebuilt) can allow water into the front footwells and behind the dash, where it can damage fuseboxes and relays.

On the subject of electrics, many parts come from other, more common classics (S2s, for example, use Triumph TR7 headlamp mechanisms), but replacements are rarely easy to source – you can’t just pop into a motor factor for Hillman Hunter or Rover SD1 lamp units these days. Check that the heater and fan operate properly, as this is a frequent point of failure. Many of these cars were fitted with air conditioning; whether it works may be a personal priority, but on high-value cars it really ought to. If the windscreen is permanently misty or the interior smells damp, make sure the heater plenum drains are clear.

Lotus Elite, Eclat & Excel: our verdict

For three models that are essentially the same, the Lotus Elite/Eclat/Excel span a wide spectrum, from the commercially unpopular, very 1970s Elite to the rugged and striking late-model Excel. Each carries unmistakable Lotus pedigree and is a delight to drive, and none truly deserve the ‘Lots of Trouble Usually Serious’ tag these days, provided you steer clear of thoroughly tired or neglected examples. When it comes to desirability, they follow the familiar inverse bell curve, with the earliest and latest cars being the most sought after. Collectors and Lotus enthusiasts will value the purity and rarity of an early Elite or a basic four-speed Eclat, while in terms of practicality, performance and reliability, a late Excel is hard to beat as a car that delivers Lotus dynamics with surprising usability.

While not as spurned as they once were, prices for all three models are surprisingly low at the moment – for what would buy you a good but not exceptional MGB GT or Reliant Scimitar you could be driving a really nice Lotus Elite – in fact £5000-7500 would get you a solid, driving but unexceptional example of all three. But at that level they would probably have faded or bleached bodywork and tatty interiors. Go up to £7500-10,000 and you’re getting into the realm of cars without any stand-out faults, all mechanical parts in good condition and presentable interiors. In five-figure territory comes the very best examples, with Eclats and Excels topping out at £15,000 or so and Elites going up to £17,500.

Lotus Elite, Eclat & Excel timeline

1974

Lotus Type 75 Elite introduced, with 2.0-litre 155bhp Type 907 engine and a 2+2 shooting brake body. Available in three trim levels – 501 (base), 502 (with air conditioning) and 503 (with air conditioning and power steering).

1975

Lotus Type 76 Eclat launched, with the same chassis and drivetrain as the Elite but in a more conventional fastback coupe body. Basic Elite 520 had four-speed transmission, steel wheels and smaller front brakes. 521, 522 and 523 models were specced as per equivalent Elite. The 520 and 521 were also available in Sprint form with unique black/white paint scheme and various engine and running gear upgrades.

1976

Three-speed Borg Warner automatic transmission introduced as an option, available on new range-topping 504 (Elite) and 524 (Eclat) models.

1980

Series 2 Elite (Type 83) and Eclat (Type 84) introduced with 2.2-litre Type 912 engine of the same power but usefully more torque. Getrag five-speed manual gearbox now fitted as standard, plus a galvanised chassis frame and electrically worked headlamps.

1981

At the end of the year the Elite is withdrawn from production after 2535 examples are made.

1982

The Type 89 Eclat Excel is launched – a heavy re-engineering of the Eclat requiring a different chassis and incorporating a restyled, more rounded body of the same basic shape. Type 912 engine is retained, but now with numerous Toyota-sourced drivetrain and running gear parts such as 5-speed gearbox, differential, driveshafts and four-wheel disc brakes. This replaces the original Eclat, of which around 1500 had been built. Same options/model structure as the Eclat.

1983

New body-coloured bumpers, a louvred bonnet, rear spoiler and optional (Toyota Supra) alloy wheels more clearly differentiate the Eclat Excel from the previous Eclat.

1984

The new model simply becomes the Lotus Excel. Front arches are reprofiled with more flare and the boot aperture is enlarged.

1985

The Excel SE is launched in October with a higher-compression engine with tri-jet carbs and 180bhp, identified by red cam covers. All Excels gain redesigned and more upmarket fascia with improved heater. Toyota-sourced windscreen wipers and headlamp motors fitted.

1986

Excel SA with four-speed automatic transmission added to the range, also coming with cruise control, central locking and a wood-panelled dashboard.

1988

The Excel is facelifted with reprofiled bumpers, spoilers, bonnet panel and new door mirrors (from the Citroën CX) plus revised suspension giving better ride and body control.

1992

Lotus Excel production ends with 2075 built.