1956 Lotus Eleven Le Mans

Description

Early short-door Series 1, among the first 50 of 270 made in total; Chapman extra tube 20-gauge chassis; only 600 miles on fully rebuilt Coventry Climax FWB 1,460cc engine; 20-gauge aluminium body tub; expertly restored to original specification

Launched in 1956, the Lotus Eleven was the epitome of Chapman’s mantra: “Simplify, then add lightness”. By applying aeronautical engineering principles to race car design, the resulting flyweight marvel proved a giant-slaying machine that redefined sports car performance.

Chapman collaborated with Frank Costin, an aerodynamicist from De Havilland Aircraft, to create the slippery, hand-formed, 20-gauge aluminium body which was fitted over a 20-gauge steel tube space frame. Fitted with a light all-aluminium Coventry Climax engine, the body weighed 110lbs and the chassis a mere 70lbs which resulted in a total dry weight of just 854 lbs.

To put this in perspective, the Eleven was roughly 1,300lbs lighter than contemporary race cars like the Maserati 450S V8 or Ferrari 290 MM V12. While it lacked the raw top-end power of the Italians, its superior power-to-weight ratio allowed it to out-accelerate and out-brake nearly anything on the track. As Chapman famously observed: “Adding power makes you faster on the straights; subtracting weight makes you faster everywhere.”

Lotus produced the Eleven in three specifications to suit different budgets and purposes. The top-tier factory racer was the 140mph Le Mans, featuring a de Dion rear axle, inboard Girling disc brakes and Quaife limited-slip diff. The Club was designed for the committed amateur, combining the Coventry Climax engine with a simpler Austin live rear axle and drum brakes while the Sports was a road-going entry-level version powered by a 36hp Ford 100E side-valve engine.

The heart of the racing Elevens was the Coventry Climax engine, an all-aluminium powerplant originally developed for portable military fire pumps. Re-engineered for racing, the 1,098cc FWA (Feather Weight Automotive) version produced around 75bhp, while the later 1,460cc FWB variant gave 105bhp.

Production was split into two series, the first using swing-axle front suspension made from a Ford Popular beam axle cut in half, the Series 2 of 1957 employing a sophisticated double-wishbone front suspension and a reinforced chassis to handle larger engines.

Making its competitive debut in 1956, the Eleven proved stunningly effective. In its first year alone, the car secured some 150 race wins worldwide, including coming 1^st in Class at Le Mans and 7^th overall at an average speed so high it would have won the 1949 race outright. Driven by Stirling Moss at Monza, a specially prepared Eleven with a bubble canopy recorded a lap of 143mph, while 165mph was achieved by more specialised ‘streamliner’ versions.

At Le Mans in 1957, the Eleven achieved a ‘clean sweep’, winning the 750cc class, the 1,100cc class, and the prestigious Index of Performance. At Sebring in 1958, the Eleven’s final production year saw another class sweep at the Florida circuit.

Only 270 Elevens were produced at the Tottenham Lane factory before Chapman shifted focus to Formula 1 in 1958. Despite its brief production run, the Eleven’s influence was far-reaching. It proved that aerodynamic efficiency and weight reduction could overcome raw displacement, a principle that has been the cornerstone of the Lotus brand ever since.

Today, the Eleven remains a staple of historic racing, where its radical, low-drag silhouette continues to draw crowds just as it did in the 1950s.

The history of this particular Eleven has been extensively researched by Lotus historian Graham Capel, whose findings are recorded in documents on file. A Series 1 Le Mans short-door model, it has a detachable rear fin, Coventry Climax 1,460cc FWB engine with twin Weber DCOE carbs, close-ratio, straight-cut four-speed gearbox and De Dion suspension.

Believed to be among the first 50 chassis made, it is fitted with what is now known as the ‘Chapman strut’, an extra 5/8^th inch diameter vertical tube fitted inboard of the top n/s spring-damper mount. Research documented in the history file has established that this was originally only fitted to cars driven by Chapman himself and to a tiny handful of Team Lotus cars to give them a competitive advantage, although it may perhaps have been offered as an option to a few favoured customers in later years.

While the early history of the car isn’t known, research on file by Lotus historian Graham Capel shows that by 1958 it was resident in Ireland where it was converted to Club specification with a different engine to meet local racing requirements.

The car was raced throughout the late-1950s and early-1960s until a crash led to it being laid up. In 1974, the damaged car was discovered by Paddy Dowling in Ireland and in 1993/94 a new chassis was made by Cyril Linstone and the car was rebuilt (the damaged chassis was retained, later going on to form the basis of this car).

Having served their purpose as patterns, the original damaged chassis, floorpan and tunnel were then sold separately, later resurfacing at a UK auction in 2004, and these parts are what form the basis of the car on offer here, as documented by Graham Capel's report and corresondence on file.

In 2013 they were acquired by Ryan Hodges, an engineer specialising in 1950s and ‘60s sports racing cars, and it was he who commissioned Lotus specialist Graham Capel to research the chassis, his report concluding that it was a "very special" original component with the aforementioned ‘Chapman strut’.

Hodges restored the chassis, as documented in numerous photos on file. He began sourcing original missing parts, started the mechanical rebuild, and fitted 20-gauge aluminium body panels to the centre tub (the original floorpan, tunnel, spare wheel and various other parts were retained and are still with the car, being available for collection by the new owner if desired - see last two photos).

The 1,460cc Coventry Climax FWB engine was rebuilt to original Lotus specifications by Norman Vankoningsweld, including new pistons, bearings, forged crankshaft, con rods etc. A few permissible upgrades were also incorporated, including a Kent Stage II camshaft (see photos).

Due to ill health, Hodges sold the unfinished project to the current owner in November 2015. He has spent a great deal of time and money to complete the car, enlisting expert help to ensure the rebuild met the correct original specifications.

The mechanical rebuild was performed by a Lotus specialist with 20 years of experience at Paul Matty Sportscars. Great care was taken to ensure every fixing, wire, and brake component followed original specifications; modern or metric parts were strictly avoided. While the centre tub of the body is aluminium, the bonnet and tail section are lightweight GRP.

The restoration culminated in an inspection by a DVLA-approved Lotus authority and, following a clean MOT pass in October 2016, it was successfully registered by DVLA under the 'Reconstructed Classic' guidelines with an age-related number plate and DVLA-allocated VIN number (see photos).

Forming part of our vendor’s collection of interesting race cars, 548 UYT has been only lightly used over the last 10 years, covering just over 600 miles, as shown on the odometer which was re-set to zero during the rebuild. This has included trips to local shows and a couple of runs up the Prescott Hill Climb in September 2023 (see photos). The car has been starting easily and running well as we have moved it around on site, with healthy oil pressure.

On offer here at an attractive guide price, this rare and early Lotus Eleven has been expertly restored to original specification and is potentially eligible for all manner of Historic events. Having covered so few miles since the engine was rebuilt, it is fighting fit mechanically and now needs an enthusiastic new owner who can reap the rewards of all the good work so recently carried out and get it back on the track where it belongs.

PS: The last photo shows a letter received by Brightwells from The Historic Lotus Register on 8th May confirming what they know about the history of this car. 

Consigned by James Dennison – 07970 309907 – james.dennison@brightwells.com