Autosport: June 20, 1972

Much-improved Europa

There is a great demand for a practical mid-engined sports car. Even though we have a 70 mph speed limit, and the exploitation of extreme cornering power will usually land you in the nick, the motoring enthusiast wants a car of racing specification and he’s willing to pay for the privilege.

The Lotus Europa S2 was built for just that market and, with a chassis designed from racing experience and a suitably spectacular appearance, it should have been just what was wanted. However, it had a rather lot of deficiencies at first, which rendered it less than practical, and the pushrod engine could not give sufficient fierce acceleration. So the Europa has been re-designed to meet these criticisms and the order books are already comfortably full.

The steel backbone chassis has been retained with only detail modifications, though it is now built in the Lotus factory instead of outside. The independent four-wheel suspension has only small changes in geometry, while the body gives more space for the occupants and greater luggage room. The sloping side pieces have been cut away to give better three-quarter rear view. Best of all, the Renault engine has given place to the well-known twin-cam unit.

As the Renault gearbox is at present retained, the Big Valve version of the engine cannot be used for fear of over-stressing this component, but a useful 105 bhp is available nevertheless. The engine installation is neat and the accessibility of most pates requiring periodical attention is good, apart from the water pump up front and the distributor, which is completely hidden by the carburetters. The rear luggage boot can be quickly removed for access to the gearbox and rear suspension but it is necessary to open the bonnet with a key to get at it, when a large quantity of water is decanted over the engine if it happens to be raining. There is another small boot in the front, also requiring a key for access, but there is a lack of space for oddments inside the car, apart from a small cubby hold.

Entry is not particularly easy but one has quite a feeling of spaciousness once installed. The steering wheel is not excessively small and the reclining bucket seat back is not overdone. There is more room for the driver’s feet but the clutch pedal is rather close to the steering column and there is no provision for the left foot to be rested. The three-quarter rear view is greatly improved and the all-round vision is now quite reasonable.

The engine is superb – there is no other word for it. One takes its sporting characteristics for granted but it is so flexible and well mannered. It will idle by the hour in traffic without complaint and crawl along in top gear when the streets are congested. The old type of sports car, which oiled its plugs and overheated in such conditions, is no longer a practical proposition. The twin-cam engine has so much torque that it completely disguises the wide ratios of the gearbox. Most unexpectedly, the sound level inside the Europa is remarkably low and this is an outstandingly quiet small sports car.

The engine starts at once, hot or cold, without any use of the choke, idling at once with no fear of stalling. The clutch grips instantly, though the pedal is fairly heavy to hold down. Perhaps the greatest improvement is the gear change, which is light and easy to use, though some force is occasionally required in engaging reverse. The semi-reclining seats are comfortable, though a little more support for the small of the back might be appreciated. At touring speeds, the Europa is smooth and refined, with a great reserve of power, road holding, and braking should any emergency arise.

Pressed to its limit, the Lotus quickly attains 100 mph, with 117 mph eventually available on a long straight. Ultimately, it will touch 120 mph under slightly favorable conditions with the engine above peak revs. Most Lotus models tend to be low-geared and it would be necessary to hold nearly 6,000 rpm to keep up with the Peugots and Citroens across France. For England, however, the choice of final drive ratio makes good sense. Incidentally, the speedometer and rev counter are both unusually accurate.

As the graph shows, the Europa Twin Cam has excellent acceleration. The weight distribution ensures good traction and though a little wheel spin may be deliberately provoked at standing starts, the grip of the road is absolute thereafter. The car is just about as quick through a corner as anything in road trim can be; utterly controllable, it has no tricks or vices and seems almost to teach the driver his job.

Surprisingly perhaps, the stability on the straight at high speeds is less impressive, the machine sometimes tending to wander a little over bumps or to be deflected by gusts of wind. The proclivity is slight, but the driver must pay attention, a more serious fault is the inadequate ground clearance, which is of no consequence in the smooth main roads of England, but might spoil a tour of Spain or the Highlands of Scotland if a heavy passenger and a full complement of luggage were carried. The ride, though firm at low speeds, is quite comfortable at the sort of cruising velocities that most owners will employ.

A simple but quite adequate heating system is fitted, though I had to open the bonnet to turn it off. There is plenty of adjustable cool breathing air and the rear window needs no electrical demisting, being small and within easy reach. The test car sometimes emitted an unpleasant scream from the brakes, but they worked beautifully, with great power and complete absence of fading. The headlights are better than those of any previous Lotus.

The Lotus Europa Twin Cam is a far better and more practical car than its predecessor. It is altogether quieter, smoother, and more flexible than one would expect of such a sporting vehicle. The performance is most satisfactory and one can easily out-accelerate the opposition without bothering to go up to peak revs. There is still room for improvement in a few minor respects but we expect steady progress from this firm. The car seems well made and it is certainly attractively finished, while the name it carries means a great deal to every British enthusiast.

Car Tested: Lotus Europa Twin Cam two-seater fixed-head coupe. Price £1736 in kit form, £2099.23 including tax.

Engine: Four-cylinders 82.55 mm x 72.7 mm (1558 cc). Compression ratio 9.5 to 1. 105 bhp (net) at 6000 rpm. Twin chain-driven overhead camshaft. 2 Delitoro twin-choke carburetters.

Transmission: Single dry plate clutch. 4-speed all-synchromesh gearbox with central remote control, ratios 1.03, 1.48, 2.26 and 3.61 to 1. Hypoid final drive, ratio 3.56 to 1.

Chassis: Central steel backbone bonded to glassfibre body. Independent front suspension by wishbones, coil springs, and anti-roll bar. Rack and pinion steering. Independent rear suspension by wishbones, fixed length driveshafts, and trailing radius arms. Telescopic dampers all round. Servo-assisted disc front and drum rear brakes. Bolt-on light alloy wheels (extra) fitted 175-70 HR 13 front and 185-70 HR 13 rear radial ply tyres.

Equipment: 12-volt lighting and starting with alternator. Speedometer, rev counter, ammeter, oil pressure, water temperature and fuel gauges. Heating, demisting, and ventilation system. Electrically controlled windows. 2-speed windscreen wipers and washers. Flashing direction indicators. Reversing lights, Radio (extra).

Dimensions: Wheelbase 7 ft 8 in, Front track 4 ft 5.5 in, rear track 4 ft 5 in. Overall length 13 ft 1.5 in. Width 5 ft 4.5 in. Weight 14 cwt.

Performance: Maximum speed 117 mph. Speeds in gears: Third 84 mph, second 53 mph, first 34 mph. Standing quarter-mile 15.8 s. Acceleration: 0-30 mph 2.8 s. 0-50 mph 5.5 s, 0-60 mph 8.0 s, 0-80 mph 13.8s, 0-100 mph 28.0 s.

Fuel consumption: 23 to 29 mpg.