About this specific vehicle
1999 Lotus Elise S1
This remarkable early Elise covered only 1,400 dry miles in the hands of one family who owned it from new until 1999. It has clearly been carefully driven and well looked after and stored during these 22 years as it was in virtually as new and completely original condition when we bought the car in early 2021.
The car was ordered new in October 1998 from long established Lotus dealer Bell and Colvill, based in Surrey. This is confirmed with a letter confirming the order on file and the order form itself. Indeed, the original Elise brochure and price/options list in a Bell and Colvill envelope also accompany the car. A further letter in April 1999 from the dealer confirms that production of the car is close and hence the final specification needed to be confirmed. As we can see the owner chose the lovely optional metallic colour Racing Green with the again optional red leather interior. Further options included the driving lights, alarm system, Momo steering wheel with quick release hub and radio fitting kit. This is all confirmed in the original invoice of the 18th August 1999, also on file.
The new owner took delivery of the car on the 20th August and covered just 280 miles before placing the little Elise in storage where it remained until 2014 when it was inherited by a family member. Following many years in hibernation the car was transported straight back to supplying dealer Bell and Colvill for a full inspection and major service covering all items, the invoice on file details this with C service, all fluids changed, belts, tyres and battery.
Following this work the car was lightly used on the odd dry summer day hence the mileage rose to just 1,445 miles at the end of 1999. In December 1999 the car was sent to highly regarded Lotus specialist Hangar 111 for a further inspection and full service, again the invoice on file details this work which included new cam belt, water pump and brake pads.
We sold the Elise to a local fastidious enthusiast and world-renowned boat designer and builder who embraced the whole Elise design concept. He then set out in a programme of Elise evolution, the aim being to optimise any areas found to be compromised due to original production cost limitations. Below we have a commentary of work completed in the owners own words.
After purchasing the car in February 2022 from The Hairpin Company with only 1445 miles showing on the odometer, I was thrilled to find on closer inspection, that most of the car was, as expected, in an as-new condition. Removing the undertrays exposed the rear subframe and chassis which were both in superb condition.
The project
Restoration is the wrong word for the work I have done on this car. I prefer the term re-furbishing. The project was to disassemble some of the components that would benefit from some re-finishing, and to keep the car as close to the original specification as possible. Improvements in technology were used where appropriate and where original finishes were obsolete. It was a wonderful opportunity to admire the design of this car which still has relevance today.
Suspension
When Lotus built the Elise, corrosion resistant coatings were in their most basic and cost affective form. The alloy tub is a brilliant concept, and on this car, it is undisguisable from new. This makes an excellent foundation for bringing other components such as steel wishbones in a ‘back to new ‘condition.
The standard electroplating treatment for steel fabrications 25 years ago was cadmium plating. This leaves a straw yellow coating which has a very average ability to resist corrosion from salt and road grime. The photographs on file (photo 1448) show some rusting on the upper surfaces of the wishbones and bracketry, which if not treated would continue to deteriorate.
This condition is well known by Lotus restorers, and many offer a suspension re-fresh service that includes re-bushing and re-finishing the wishbones. Powder coating is the standard and has the benefit of a range of lurid colours should you be tempted. It’s not a great finish, as it is thick and can crack, and will probably be damaged around the bush housings during re-assembly of the ball joints and bushes which need to be press fitted.
Cadmium plating is no longer used due to environmental issues, so other more durable finished were researched.
The finish that stood head and shoulders above all others was Zinc Nickel Plating, which has 6 X the resistance to corrosion than the original finish. Advanced Surface Treatments in Coventry were approached, and they carried out this work to the highest standard. (photo 1479) Such was their enthusiasm; we took the opportunity of including all other steel suspension components such as steering arm castings and spacer blocks. At the time they had some suspension components in from McLaren using the same process, so we felt we were in very good company.
The suspension bushes were in good condition, but the removal process (to allow for plating) meant they could not be re-used and needed replacing. There is a temptation for upgrading to poly bushes or even spherical rose joints. There are downsides to both. The original rubber suspension bushes have a steel mandrel or core which is clamped between the suspension pickups on the chassis. The clamping prevents the steel core from rotating and as the outer surface of the rubber bush is also locked within the wishbone housing, the wishbone movement relies on the hysteresis of the rubber. (Hence the importance of having the suspension at mid travel when torquing up the clamp bolts).
Poly bushes if clamped, use the bolt shaft as a bearing which will rotate within the bush – far from ideal. Spherical bearings are designed to do this as the rotating surfaces are designed as bearings, but they will have a much harsher ride as there is no compliance in the system. Great for track biased cars though. Original specification bushes were used, (photo 1460) and the ride quality and compliance confirm that Lotus knew exactly what they were doing at the time.
All caster angle spacer washers on the top wishbones were replaced due to the rubber facing hardening and breaking up (Photo 1451).
The standard Koni shock absorbers were replaced with Lotus specification Bilstein equivalents, as 25 years of inactivity meant they were below specification when tested.
The toe links/track rods on the rear suspension were replaced as the rubber boots were perished. I replaced with rose jointed upgrades which better control suspension geometry and have a more secure mounting on the alloy hubs (Photo 1507, 1544).
The cast iron brake discs were replaced with alloy centred vented steel discs with new pads (Photo 1521).
Fastenings and interfaces
Very few bolts required replacement, but replacement bolts should be zinc plated steel (as original) as stainless steel is not a good combination with the alloy components used for wheel hubs or chassis members. On the Galvanic scale zinc has a similar value to alloy so is the preferred choice regarding corrosion. All bolts into alloy use Permabond A131. Steel brackets or components that are bolted to the alloy tub are bedded on Duralac MSDS. Steel to steel use Permabond A130, and rubber bushes are lubricated during fitting with IPC P-80 lube.
Transmission
The one thing Lotus did not get right is the gear change mechanism. Lots of play with an assortment of loose pins and bushes that will never perform to the standard of the rest of the car. Prodimex are a niche engineering company that make a beautifully detailed CNC machined gearchange assembly for the Lotus Elise. It includes the gearchange linkage and the cranks and interface at the gearbox end. This has been fitted to the car and relaces the original system. It is a quantum leap in tactility and precision and enhances the driving pleasure. A carbon fibre cover with a ‘viewing window’ allows you to admire the engineering (Photo 1609, 1610).
Seating
Both seats have been replaced with Tillet carbon race seats with custom red/black leather work. The seats use race mountings which are adjustable with Allen keys. The seats lower the driver in the car and provide excellent comfort and lateral support.
Original parts
All original parts removed from the car including seats, trim, shocks, gear change, tie rods etc are retained, labelled and boxed and come with the car.
The result
An original car in all respects, other than some subtle upgrades to components that have worn or perhaps did not perform to the high standards of the rest of the car. All upgrades are reversable should a future owner prefer, as no modifications or changes have been made to the chassis or to the original car in any way.