The Lotus Seven pre-dates the Elise by almost four decades, but the basic principles laid down my Colin Chapman are firmly entrenched with both vehicles. "Add lightness," he famously said. Despite its meager engine output, the featherweight Seven is still one of the most entertaining cars to drive. And much like the present-day Elise, it offered little else.
The Seven was introduced in 1957 and has seen several iterations until it was discontinued in 1972 -- a lengthy production run, indeed. The Seven has managed to stay in production to this day, however, thanks to the British firm Caterham, which was a major Lotus dealer back in the day. Caterham Cars bought the rights to continue production of the Seven from Lotus and is still selling kits to build your own.
The first run of Lotus Sevens are referred to as the Series I. By today's standards, any minivan could outperform it on a closed course. A 1.1-liter Ford engine made a measly 49 horsepower, top speed was only 80 mph and it took 16.2 seconds to reach 60 mph. Its saving grace was its 1,100-pound curb weight and the way that weight was distributed.
The engine is mounted behind the front axle -- all the way behind it. As a result, the driver sits almost on top of the rear axle. It's a little disconcerting sitting so far back and having such a long hood in front, but the payoff is real seat-of-the-pants motoring. Getting the rear wheels loose in a turn (intentionally, that is) is a real hoot, since you're basically at the end of a big pendulum. As a result, the amount of feedback and control makes powerslides a truly epic experience.
In the years following, the Lotus Seven received a succession of upgrades with the Series II through IV. Ford Cosworth engines dropped 0 - 60 mph times to 7 seconds and disc brakes provided better stopping power. Creature comforts never found their way into the Seven, though, as a heater wasn't even offered until 1970.
For my money, I'd try to find a Series III or IV, which run under $30,000 in today's market. A new Caterham kit will set you back about the same amount, but that's without an engine or transmission. Some kits will break the $60,000 range. I'd have to opt for racing stripes for any of the Sevens, though, because without them, I think they look too much like Jar Jar Binks.
Other ridiculous toys I'd consider in this vain include the Ariel Atom or KTM X-Bow, but the Seven has proved extraordinarily flexible when it comes to drivetrain options. One maniac in Britain even dropped two Suzuki Hayabusa engines in it, and it hit 60 mph in less than 3 seconds. Think of the possibilities.
By 7driver
on August 5, 2010
10:15 AM
"The first run of Lotus Sevens are referred to as the Series I... Its saving grace was its 1,100-pound curb weight and the way that weight was distributed."
I believe the S1/S2 was even lighter than that (I'll have to re-check my shop manual when I get home).
"It's a little disconcerting sitting so far back and having such a long hood in front..."
Heh. That was the first thing I noticed when I first drove mine.
"...but the payoff is real seat-of-the-pants motoring."
After that first drive, I then hopped into a BMW 3-series and wondered why it handled like a pig. :-)
"In the years following, the Lotus Seven received a succession of upgrades with the Series II through IV."
I'd hardly consider the S4 an 'upgrade'. :-)
By mtakahashi
on August 5, 2010
10:19 AM
7driver: You're my hero. I thought the Seven was like a Morgan done right.
By greenpony
on August 5, 2010
11:02 AM
"drum brakes provided better stopping power"
Interesting...
By mtakahashi
on August 5, 2010
11:13 AM
D'oh! Thanks greenpony. I meant discs...dur.
By slowloris
on August 5, 2010
01:20 PM
Why does my toaster look better that this thing?
By fuhteng
on August 5, 2010
02:09 PM
I don't care how it looks. Well, that's not true, but it just doesn't matter. I had the chance to sit in a replica last weekend and I loved it. The V6 out of a Chevy S10 and boy it sounded nice. I wish I could have driven it somewhere.
By 7driver
on August 6, 2010
08:22 AM
So I checked my shop manual. It doesn't have data for the S1 because it's fairly different from the S2/S3. Weight is listed as "approximately 8 1/4 cwt. (418.3Kgs)".
Engine options were:
Series 2: Ford 100E (1172cc, 28bhp), Ford 105E (997cc, 39bhp), BMC "A" (948cc, 37bhp)
Series 2 "America": BMC Sprite (948cc, 43bhp)
Series 2 Super Seven: Cosworth-Ford 109E (1340cc, 85bhp)
Series 2 SCCA Seven: Cosworth-Ford 109E, race-prep (1340cc, 85bhp)
Series 2 Super Seven 1500: Ford 116E (1498cc, 66bhp)
Series 2 Super Seven 1500 Cosworth: Cosworth-Ford 116E (1498cc, 95bhp)
Series 3 is given as a supplement and only mentions that it is a Ford 2255 crossflow 1600cc GT unit equipped with Weber twin choke carb plus special exhaust and references the FoMoCo book for the 2250E range of 4cyl engines (which I unfortunately do not have).