Classic Lotus Cars: Elite, Eclat, Esprit S1, Turbo, Excel

What Is Your Top Car Of All Time?

Lotus Cars - Part 2

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Lotus began developing a new generation of road cars in the early 1970s and launched two entirely different models, the front-engined Elite/Eclat and the mid-engined Esprit in the 1974-1976 period. As was almost traditional by this time, these cars all used the backbone chassis allied to a fibre-glass body-shell and featured the new 16-valve type 907 engine. For the 1980s engines were enlarged to 2.2-litres and the Esprit was offered in turbocharged form. It offered great value-for-money with standards of roadholding, and performance matching many Italian supercars but at a considerably lower price.

Lotus Elite 1974-1982

Introduced in mid-1974 was the new Elite, sharing its name with the 1957 classic. A very stylish looking car with angular lines and a well appointed interior, it continued with the concept of a backbone chassis and fibreglass body. It featured the new 1973cc front-mounted engine. From 1980 the Elite adopted the larger 2174cc engine as the Elite S2.2.

Lotus Eclat 1975-1982

Released in 1975, the Lotus Eclat was a derivative of the Elite featuring a restyled rear body. Aimed at the US where the hatchback style failed to find much favour, the Eclat name was later revised to the Sprint. This broke with the Lotus tradition of model names beginning with the letter E. From 1980 the Eclat moved to S2.2 form with the fitment of the 2174cc engine in stock form.

Lotus Esprit SI 1976-1978

In 1976 the mid-engined Esprit replaced the Europa. It combined all the expected Lotus virtues - a backbone chassis, all-independent suspension, razor sharp handling and an unmistakable glass fibre body. SI features include 14in Wolfrace wheels and the period Lotus bonnet badge. A total of 714 SI models were produced.

Lotus Turbo Esprit 1980-1986

Introduced in 1980, the 210 bhp Turbo Esprit took Lotus into the supercar class around £20,000. With a 2174cc four-cylinder engine in turbocharged form the early cars were built in the major race team sponsor's Essex colours. For the final year it received a revised, high compression engine and became known as the Esprit Turbo HC.

Lotus Esprit S2, S2.2 and S3 1979-1993

By late 1977 the Esprit was improved to become S2, with subtle styling revisions, a different instrument cluster, revised seating and wider-rim wheels. This in turn was replaced by the Esprit S2.2 in 1980, which had a 2174 cc/160 bhp engine. From 1981 the Esprit S3 was introduced. It used the chassis and suspension of the Turbo and ran until 1993.

Lotus Excel 1982-1992

In late 1982 the Excel was introduced as a replacement for the ageing Eclat. It used a Toyota gearbox, disc brakes and drive-shafts but retained the original 2.2 litre engine. In 1985 the Excel was updated to SE, with the addition of the 180bhp HC engine and a large rear spoiler. A year later came the Excel SA, with German ZF 4 speed auto transmission.

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Classic Lotus Cars: Seven, Elite, Elan Plus 2, Giulietta Sprint, Europa

What Is Your Favorite Car Of All Time?

Lotus Cars - Part 1

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The Elite, Elan and Europa produced by Lotus during the 1960s and 1970s will be remembered as delectable - and affordable - high performance road cars, that pushed forward the frontiers of vehicle technology, at a time when much of the British motor industry was bogged down with technical conservatism.

Lotus Seven 1957-1963

Having established Lotus in the 1950s with a series of racing sports cars, Colin Chapman then set out to widen the scope and appeal of his business, partly to provide financial backing for his motor racing ambitions. On the one hand he conceived the technically advanced Elite, and on the other he developed the rugged little Seven.

Lotus Elite 1958-1963

The sleek Lotus Elite was the first Lotus to be conceived entirely as a road car and as one might have expected from the technically adventurous Colin Chapman, its design was quite unconventional and remarkably advanced for the period.

Lotus Elan 1962-1973

The replacement for the Elite, the Elan, was a model that brought respectability and more importantly profit to Lotus Cars. Reverting to a separate backbone chassis for the Elan, power came from the Lotus Ford twin-cam and in just over ten years, 9,659 were produced in four series.

Lotus Elan Plus 2 1967-1974

Combining most of the qualities of the two-seater Elan in a longer wheelbase, with a bigger and more roomy glassfibre coupe body, the 2+2 was produced between 1967 and 1974. Graceful from any angle, the Elan Plus 2 offered considerably more room than the Elan and handled just as well. 4,798 cars were built

Lotus Europa 1967-1975

Although Lotus took very little time to bring mid-engined racing cars to a high state of mechanical excellence, it was several years before Colin Chapman was ready to use the same basic layout in a road car. The Europa appeared in 1967 and initially used Renault power before changing to the Lotus twin-cam engine in 1971.

Lotus Elan Sprint 1971-1973

The year 1971 saw the final development of the two-seater Elan with the announcement of the Sprint. Fitted with the new big-valve twin-cam engine and producing 126bhp, it was the last and fastest of the popular model. Total Sprint production between 1971 and 1973 stood at 1,353 cars.

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Classic Jeep: Station Wagon, Jeepster, Gala Surrey

What's Your Favourite Motor?

Classic Jeep

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The Jeep was born more than 60 years ago, during WW2 when the US military required a small, fast vehicle for delivering messages to the front lines and transporting small groups of soldiers over rough terrain. After significantly contributing to the nation's survival in WWII, the Jeep rolled off the battlefield and onto the highways and back roads of America. With it's do-anything nature it evolved into a superb recreational vehicle. This guide celebrates Jeep models produced between 1946 and 1986, under Willys, Kaiser and AMC ownership.

Station Wagon

This was the first of the post-war vehicles to take its place beside the civilian Universal, with production starting in 1946 and running until 1965. Despite being the industry's first station wagon with an all-steel body, the paint scheme was intended to simulate wood panelling, a popular feature on many station wagons of the 1940s. It was offered in standard or deluxe specification. Three chrome bars across the grille and the single chrome strip along the body are identifying points of later models.

Jeepster

The brainchild of Brooks Stevens, the Jeepster was built on a modified Station Wagon chassis. Its six-seat body had just two doors and access to the rear seats was either by folding down part of the front split bench seat or, by climbing on a step on the side of the body. The original VJ-2 Jeepster was fitted with the Go-Devil 4-cylinder engine, although from 1949 the Lightning in-line six raised performance in the Jeepster VJ-3 model.

Gala Surrey

Dispatcher Jeeps were introduced in 1956 aimed at businesses who had a use for the Jeep's nimble size and open bodywork, but had no need for four-wheel drive hardware. Specifically, the DJ was created with resorts, hotels, police departments and later, the US Postal Service in mind. The DJ series was expanded in 1959 to include the Gala, which along with a striped, fringed top came in a range of gaudy colours including bright pink.

Wagoneer

The Wagoneer arrived in Kaiser Jeep showrooms in late 1962 as a 1963 model, in two or four-wheel-drive form. Styling was distinctive, more modern than the original station wagon and the designers clearly hoped that the large slotted grille would remind potential buyers of traditional jeeps. The Super Wagoneer was introduced in December 1965, aimed at the "prestige buyer". Equipment included three-tone body striping, a vinyl roof, a chrome roof rack, whitewalls, full-wheel hubcaps and a 327-ci V-8.

CJ-5

The CJ 5 was introduced in late 1954 as a 1955 model and was closely based on the military MD-M38A1 of the period. By comparison to the Willys' earlier civilian models, the CJ-2A and CJ-3A, the CJ-5 was wider, had a larger windshield are, had 4-inch longer leaf springs for an easier ride, and softer seats. A hardtop was optional. During a long production run lasting until 1983, the CJ5 was fitted with an in-line four-cylinder engine, or an optional V6 unit.

Jeepster Commando

American Motors influence became much more apparent with the introduction of the 1972 Jeepster Commando offering a smoother ride and more legroom than previous models. The revised front end was a clear departure from earlier Jeeps designs, more reminiscent of Chevrolet's Blazer than the traditional Jeep Universal. Under the skin, AMC's straight-six replaced the Dauntless V-6, with the welcome addition of an optional 304-ci, two-barrel V-8, rated at 150 horsepower. These second-generation Jeepster models only ran until 1973, by which time market trends were dictating larger, more luxurious utilities.

CJ-7

The Jeep C7 series arguably reached its peak with the introduction of the CJ-7 in 1976. A well balanced package, the CJ-7 offered all the traditional strengths and advantages of past CJs but in a more liveable and safer package. A longer 93.5-inch wheelbase and larger door openings were features, with greater emphasis now on comfort and convenience items. Automatic transmission and Quadra-Trac full-time four-wheel-drive were options. The Laredo package was introduced in 1980. This top-line option came with chrome grille face, high-backed bucket seats and Laredo strips and decals.

Cherokee Chief

When the Commando was retired after the 1973 model year, AMC quickly introduced a replacement, the two-door Cherokee model in 1974. Basically the new Cherokee was a two-door Wagoneer and was positioned as a less-expensive, sporty alternative to it's plusher, family-oriented sibling. It used the J-series truck grille in place of the Wagoneer's busier grille and the 258-ci six-cylinder engine was standard. Available initially in S or Sport trim, the Cherokee Chief model was added in 1975. Its specification included wider wheel cut-outs to allow larger wheels and tyres. A four-door Cherokee was offered from 1977.

XJ Cherokee

The 1984 XJ Cherokee and Wagoneer went into production in June 1993. The new slimmer unibody Cherokees were available with two-doors or four, and either two-wheel drive or four-wheel drive. Engine choices were initially either AMC 2.5-litre four-cylinder or a GM-supplied 2.8-litre V-6. The Cherokee Chief was the sport model. As the first compact American sport utility vehicle, the 1984 Cherokee proved to be a success from the start, Jeep producing 93,326 Cherokees and nearly 12,000 Wagoneers for the 1984 model year alone.

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Classic Fiat Cars: Fiat 500, 850 Coupe, Dino Spider

Fiat Cars

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This guide covers six classic Fiat models of the post-war era. Included is Fiat's trademark 500 model, a car which provided affordable transportation for the masses, selling over 4-million examples, and the supremely successful 124 Spider, arguably the best mass-produced sports car of its generation.

Fiat 500

A minimalist four-seater with go-kart like handling, the original Fiat 500 was powered by an aircooled 479cc flat-twin, mounted in the rear. Early cars had rear-hinged "suicide" doors and a full length sunroof. Post-1965 500F models had conventional front hinges, but the 500 retained its drum brakes and crude non-syncro "crash" gearbox to the end. Fiat built more than four million 500s in a twenty-year run.

Fiat 130 Coupe

Based on the mechanics of the ordinary-looking Type 130 saloons, the Pininfarina-styled 130 Coupe was fast, impressive and an altogether attractive four-seater. Launched in 1971, it used a Lampredi-designed V6 engine, which at 3.2-litres produced 165BHP and gave the car a top speed of nearly 120mph. Available with a choice of manual or automatic transmission, disc brakes all round and all-independent suspension., 4,491 were sold in 1977.

Fiat 850 Coupe

The sports version of Fiat's bread-and-butter 850 arrived a year after the saloon version in 1965. Bertone styled a cute two-seater spider variant, while Fiat's own styling department produced a neat fastback four-seater coupe with a water-cooled, rear-mounted engine. Handling was excellent, with light positive steering, lots of grip and responsive brakes (discs at front), 380,000 examples were built before production ended in 1971.

Fiat 124 Spider

Launched in 1966, the 124 Spider became arguably the best affordable, mass-produced sports cars of its generation. Much of its appeal stemmed from its fabulous twin-cam engine, a novelty at the time for such an inexpensive machine, although stylish lines and good handling were the other strengths that kept the model in production for nearly 20 years. The closely related 124 Coupe was introduced a year later with similar acclaim.

Fiat Dino Spider

There were two distinct Fiat Dino styles: an open two-seater and a closed 2+2 model. The curvy Pinafarina-bodied Spider was first on the market in late 1966. Using a version of the Ferrari-designed two-litre V6, detuned slightly to produce 160 rather than 175bhp, it had a maximum speed of close to 130mph. From late 1969 an even better Dino was offered, fitted with a 2.4-litre engine, stronger ZF gearbox and independent rear suspension.

Fiat X1/9

The X 1/9 was the first mid-engined sports-car to sell in large numbers. Announced in 1972, it made competitors like the Triumph Spitfire and MG Midget look obsolete at a stroke. Bertone styled and built the monocoque structure, and the power was by transverse engine/transmission unit mounted behind the two seats. The first models were 1300S, but for 1979 a 1.5-litre was fitted. Production reached approximately 100,000.

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Classic Citroen Cars: 15 Six, 2CV, DS19, SM, D Super, GS

Do You Remember Your First Car?

Citroen Cars

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This guide celebrates the marque of Citroen, a company that has revolutionised the world of the automobile with such classics as the Traction Avant ( 1934 ), the 2CV ( 1949 ) and the DS ( 1955 ).

Citroen 15 Six

Citroen produced its first post-war car in June 1945. This was the Traction Avant, which was largely constructed of parts which had survived the war. The car was available in three versions: the Legere ( or Light ), Normale and 15 Six models. The first two had 1,911cc four-cylinder engines, producing 56bhp at 3,600rpm, while the Six had a 2,867cc six cylinder overhead valve engine, producing 77bhp at 3,800rpm.

Citroen 2CV

The biggest small car in the world, the Duck was first designed in 1936. By 1939, 250 had been built, and it was finally released for mass production in 1949. Its most redeeming features - the roll back roof, the suspension, the removable seats and trouble free engine remained virtually unchanged throughout its life and won the car a legion of fans.

Citroen DS19

Launched in 1955, the DS was one of the most innovative cars of the post-war period, with such features as a higly aerodynamic line ( the drag coefficient was 0.31 ), front-wheel drive and self-levelling air suspension using a central hydraulic unit that also fed the power-assisted steering, the clutch and the brakes ( front discs ). The original engine had four cylinders with a capacity of 1911cc, developing 75bhp at 4,500rpm. Around 1.5-million examples of the Deesse ( including ID ) were produced between 1955 and 1974.

Citroen SM

Citroen had effectively taken over Maserati in 1969 and the Italian company designed a four-cam 2.7-litre V-6 for a new sporting version of the DS called the SM or Citroen Maserati. The letters SM stood for Systeme Maserati in the same way the DS meant Deesse or goddess and this deluxe sporting coupe combined the technical strengths of both companies. A little shorter, but with recognisable family styling it offered 170bhp and a top speed of 142mph.

Citroen D Super

The D series received a major facelift in 1967 with a revision to the frontal treatment of the car. Twin headlights, faired into the wings, replaced the single headlamp styling and, in addition, the driving lights on the DS were coupled to the steering mechanism enabling the car to "see around corners". The new styling gave the car a much bolder appearance and as such won new customers to the marque.

Citroen GS

The Citroen GS was released in 1970 to bridge the gap between the 2CV and the DS. Although a middle-of-the-range car, the GS contained many of the gizmos from the DS, such as the air suspension and a braking system with discs all round. Its horizontally opposed, air-cooled, boxer engine ranged from 1015 to 1299cc and in 1974, 847 cars were also built with Wankel twin-rotar 107bhp engines capable of reaching 175km/h (109mph). Around 1.7-million examples of the Citroen GS were produced between 1970 and 1980.

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Classic BMW Cars: 507, 2000C / 2000CS, 02 Touring, 3.0CSL

What Is Your Favourite Car?

BMW Cars

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This guide includes several classic BMW cars.

BMW 507 ( 1956-1959 )

The 507 convertible was one of BMWs most attractive ever models, but sadly the car was too expensive to sell in the numbers anticipated on the US market. Its performance was good for a mid-fifties machine, with a top speed of 124mph. Power came from a 3.2-litre 150bhp pushrod overhead-valve V8 engine and the exceptional styling was by Albrecht Goertz. Only 252 cars were manufactured.

BMW 2000C / 2000CS ( 1965-1969 )

In une 1965, BMW returned to the sports-coupe theme once again and announced the 2-litre coupes, which were constructed by Karmann at Osnabruck. There were two models, the 2000 C ( Coupe ) and the 2000 CS ( Coupe Sport ) both using the same engine but the latter having twin Solex carburettors and a raised compression ratio, taking the power output to 120bhp. Total 2000C and 2000CS production was 11,720 cars.

BMW 02 Touring ( 1971-1974 )

From Januar 1971, using the engines of 1600, 1800 (not UK) or 2000cc, BMW built a new hatchback body on the 02 theme and called it the Touring. Possibly ahead of their time, the Touring models never sold well, their sales volume of only 29,230 cars was less than six percent of the 1600/2002 total of 499,479. Bes of the bunch was the tii version of the 2-litre engine which produced 130bhp.

BMW 3.0CSL ( 1971-1975 )

The ultimate development of the CS coupes, the CSL was a lightweight alloy-bodied coupe with a three-litre straight-six engine producing 206bhp and giving a top speed of almost 140mph (225km/h). The factory-racer versions of the model were a dominant force in the European Touring Car Championship at the time. A total of just 1,039 lightweights were built between 1971 and 1975.

BMW 2002 Turbo ( 1973-1974 )

There could be no mistaking the 2002 Tubo. It was distinguished from the more ordinary 2002 models by its flared wheel arches and the spoiler on the boot lid, designed to keep the powerful BMWs rear wheels firmly on the ground. Europe's first production turbocharged car, power output was boosted to an impressive 170bhp, which was enough to give a top speed of 131mph (211km/h). Only 1,672 were produced.

BMW 635Csi ( 1978-1989 )

The two-door 6-series models, the 630 and 633 Csi became available from March 1976, and whilst these were fine models they lacked some of the sporting penache of the earlier coupes. With this in mind, BMW offered the BM 635 Csi from July 1978, fitted with the 218bhp six of 3453cc. Top speed was 138mph (222km/h), with a 0-60 (0-100Km/h) sprint performance of around 8 seconds.

BMW 323i ( 1978-1983 )

Production of the 3-series range began on 2nd May 1975. Once more the basics of a single overhead camshaft engine, with trailing arm rear-wheel drive, plus MacPherson strut front suspension were adhered to. Rack and pinion steering replaced the work and roller layout and BMW made no secret of the fact the 3-series had been designed with the forthcoming small six-cylinder in mind. 323i illustrated, available in Britain from 1978.

BMW M535i ( 1980-1981 )

Produced towards the end of the original 5-series production run was the superb M 535i. It used the 3.5-litre 218bhp six-cylinder engine, with up-rated suspension and braking, and was good for 140mph (225km/h). BMW's quickest and most agile saloon of the period, the M535 i can be recognized by its deep front air-dam, side-skirts and boot spoiler. M-Sport badges are not always present.

BMW M1 ( 1978-1981 )

The M1 was BMWs first supercar and although originally designed for endurance racing, it was later built as an exclusive road car. It used a spaceframe tubular chassis, a glass-fibre body and a 277-bhp 3.5-litre straight-six. Only 450 examples of the limited-production M1 were produced, each virtually hand-built and packed with features normally only associated with racing cars, a collectors' dream.

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Classic Cobra Sports Cars: Cobra 260 Mark 1, Cobra 289 Mark 2, Cobra Daytona Coupe, AC 289 Mark 3 coil-sprung, Cobra 427, Cobra 427 S/C

What Is Your Favorite Car Of All Time?

Cobra Cars

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Carroll Shelby's idea of mating the brutal power and immense torque of a large capacity American V8 engine with the simple and elegant AC Ace body produced one of the all time great sports cars, the Cobra. This guide details the Cobra's history between 1962 and 1969, from the original 4.2-litre Mk1 model to the awesome 7-litre Semi-Competition Mk3.

Cobra 260 ( Mk1 )

After having been exhibited at the New York show in April and featured in magazine tests by May, the Cobra went into production in July 1962. It featured outboard rear discs, a 260bhp 260-cu in V8 and worm-and-roller steering on its Ace-based leaf-sprung chassis. Minor improvements were constantly being made to the design.

Cobra 289 ( Mk2 )

Following Ford's updating programme, the Cobra switched to the 289-cu in engine from January 1963. Although there was little increase in power the new unit offered much greater flexibility and tuning potential. The chassis remained largely unchanged but March saw the introduction of rack-and-pinion steering and some suspension re-tuning and shortly after, slightly wider wheels were added to the car.

Cobra Daytona Coupe

The Daytona coupes were developed from the leaf-spring 289 chassis with the purpose of competing in European Championship-type racing and especially Le Mans. They used a strengthened chassis and streamlined fastback body designed by Pete Brock. In 1965 the Daytonas took six class wins and the World Championship from Ferrari.

AC 289 ( Mk3 ) coil-sprung

In May 1966, AC combined the new coil-spring chassis with the lighter 289-cu in engine to produce a car specifically for the European market. It was one of the best balanced Cobras of all. Production of the leaf-spring cars had ended in March 1965, after the introduction of the 427. The last 427s were made as late as 1968, but the last Cobra was a European-spec-coil-spring 289 built in February 1968.

Cobra 427 ( Mk 3 )

The production of the 427 was announced in January 1965 with the all-new coil-spring chassis and greatly revised bodywork making it a much larger car. It was slow to sell and in order to reach homologation targets many were sold as Semi-Competition roadsters. Most subsequent 427s actually used the milder-tuned and less expensive Ford 428 V8 engine, which still gave dramatic performance.

Cobra 427 S/C ( Mk3 )

The S/C version of the 427 is the most brutal of all road-going Cobras. All 427s had a much larger radiator nacelle with oil cooler intake below and of-course, increased wheel arch flares. Semi-Competition 427 Cobras came from the run of cars produced for FIA homologation and although street legal look much more racing car.

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