When we recently tested an earlier Elite, we said it’s
nothing like an Elan. In many ways these comments apply to the Europa. Elans
are a tight fi t but in comparison the Europa is like putting on a wet suit,
which is apt as entering a Europa is a bit like getting into a bath – and you
can get just as wet. The Elise is worse mind but not by much although once
behind the Europa’s wheel it’s fi ne and you certainly feel like you're in a
racer even going down to the shops.
Performance depends on what car you want. Even in its day,
the Renault-powered models were never shatteringly fast; contemporary road
tests clocked the car at around 110mph with 60 in a shade under 10 seconds.
Breadvan Rear View
Later twin-cam cars, took the 0-60mph down to a tad over
seven seconds for the normal S2 or an astonishing 6.6 seconds for the Big Valve
Special, yet achieving around 25-30mpg at the same time.
Lotus as you’d expect made the Europa handle, and some even
admit they’re more nimble than an Elan, although compared to, say an Elise or
an MR2 Toyota, actual cornering speeds seem lowly even if the earlier car
enjoys similar precision – amazing given the 30 year generation gap.
Watch it in the wet as the light-nosed Europa tends to under
steer too readily and braking requires a delicate touch (like the Elise) and
there's a nervous feel about the car, worse if the geometry is mal-adjusted,
much like a racer! Purists believe the S1s are the best because that bonded
body gave them greater stiffness, but best of luck finding one – and living with
one!
There’s a fair amount of luggage space fore and aft of the
cockpit for touring and the ride is very Elan-like in terms of its compliance.
But pack some earplugs because Europas – even the plush Specials – are noisy,
harsh beasts and cruder than an Elan. However, thanks to the Europa’s
transmission design, you don't suffer from the annoying driveshaft 'wind up' and
those infamous subsequent kangarooing antics.
The press went a bundle on the car, which back in '66 was
pretty radical, although it never reached Elan hiatus, due in part to the
styling you took to or didn't.
A less than Ford-perfect gear change, thanks to the
mid-engined layout, and lousy visibility were always further bugbears
throughout the car’s life.
But few criticised the car's racer-like handling and poise.
“The best bloomin' GT to ever come out of Britian – the British can't have for
themselves”, said Aussie Sports Car World.
Breadvan Steering
wheel
The legendary Denis Jenkinson of Motor Sport who partnered
Moss on that famous 1955 Mille Miglia, reckoned “I thin the Elan is now
obsolete, the Europa is a big step forward in the right direction” and American
Road and Track called it “the closest a person could ever come to riding in a
slot racing car”.
In its test in 1969 Motor said the Europa could be cornered
faster than an Elan (“the sensation of cornering is deceptively absent”)
although its overall verdict was less than impressive.
After suffering gear linkage failure and noting that the
feeble handbrake wouldn't pass an MoT test (45 years ago!) the weekly
concluded: “If Lotus hadn't produced such an exceptionally good sports car in
the Elan, by which we must judge the Europa, we would have less cause to
criticise.”
Breadvan With
Glass System
In JPS livery with its big valve head the same weekly
emphasised how the car’s concept had shifted from a relatively affordable road
racer to a plush $4,532.48 GT that far from being cheaper than an Elan was
actually some $839.35 dearer, although Motor concluded that it offered a super
car driver experience equal to cars costing twice as much.
Hot Car concurred, addling that, “with a host of features that
such beasties as the TR6, MGBs and GT6s – and even Elans can't compete with,
the Europa puts itself out in a class of its own. Unless of course you are
going to look for the same sort of thing, only with a Lambo or Dino badge on
it...”
