It is one of the finest sports cars to have come out of Britain and is incredibly advanced for its age

This bright red Elan S4 is also supplied for test by Gerry Wadman of Sussex Sports Cars. He says: ‘I have driven about 5000 classic cars of all shapes and sizes over the decades. Given the choice of model for a fast blast through the country lanes, I will always go for the Elan. It is a tremendous little sports car that is so rewarding to drive.’

McLaren F1 designer Gordon Murray holds a similar view, telling Octane that he thinks the Elan is one of the best-handling cars ever. The Lotus really is tiny, appearing about three-quarters the size of a normal car. Its styling is very advanced for its age, with faired-in pop-up headlamps, contoured bumpers and minimal protuberances. The tiny 13in wheels are shod with slim 165/70 tyres – which is all that’s required on a car weighing a mere 690kg.

In SE guise the Elan’s double-overhead-cam Cosworth-developed head, based on a Ford Kent four-cylinder engine, produces 115bhp. This should be more than enough to propel the Lotus to a 120mph top speed.

Driving the Elan requires you to shrink to size. Its door is small, and you squeeze in and down into the lightweight bucket seat. The upholstery is perfunctory black vinyl, and the swathe of walnut dashboard looks somewhat incongruous in such a modernistic sports car. Again, boasting a thin and delicate rim, the drilled steering wheel is very 1960s. The engine fires eagerly and lets out an enthusiastic note, while the gearshift is mounted high on the transmission tunnel and is snappy of throw thanks to the short lever.

The Elan immediately feels comfortable. With its steel backbone chassis, the fully independent suspension is set soft and the skinny tyres don’t create much drag. This is a very original example and Gerry later points out that it has its original chassis, which has more flex than the later aftermarket replacement units that are fitted to most Elans.

This Lotus is obviously very different from the vintage Frazer Nash and 1950s Ace, but it is shocking to realise that it is of a similar era to the MGC. The car feels generations younger and incredibly advanced. It just moves so effortlessly and lightly. Everything is small and delicate, from the foot pedals to the neat gearshifter.

The engine is as sharp as a tack, with little flywheel inertia and immediate response from the Weber carburettors. It revs with gusto, and snaps and crackles when lifting off. It feels a whole lot stronger than 1558cc as it pulls the Elan along with vigour.

The steering is an absolute delight and totally free of any build-up, while communicating exactly what the front wheels are doing. Soon you are charging into corners, leaning briefly on the effective disc brakes and dialling the little Lotus through the curves at ever-increasing speed. Actually, this braking is largely unnecessary, as the Elan will go in harder and faster than you initially dare. This is the car for which the cliché ‘corners on rails’ was coined.

But with it being so light and nimble, you have to keep your wits about you when pushing the Elan. It is alive to the point of nervousness, so every input to the controls creates a reaction. There is no allowance for any ‘sneeze factor’, and you need to remain focused and alert. This is not a model for loafing along in. That’s because it is one of the finest sports cars to have come out of Britain and is incredibly advanced for its age. A revelation and a damning indictment of overweight and overly powerful cars that seem rather pointless.

NEXT - Triumph TR6 >>>