Ο χρήστης SCOTT έγραψε:
ο λογος που το αμαξι ηταν προσθιοκινητο ηταν εμπορικος.η λοτους στοχευε σε ενα νεαρο κοινο να μαθει με αυτο το μοντελο.απλα το νικησε το κλεμενο μχ5 λογω τιμης.επειτα ειπα το ελαν κ το εσπριτ.κ ετσι κ αλλιως το ελαν πλεον θεωρηθηκε κλασσικο.απο τον ιδιο τον αγγλικο τυπο.αρα ναι το ελαν ΚΑΙ του 90 γτ γνωστο ειναι το ελαν του '69 ειναι συμβολο.ελαν και εσπριτ κ μετα ολα τα αλλα.το οτι ηταν προσθιοκινητο δε σημαινει πως δεν ηταν αξιολογο.υπαρχει μεγαλη τεχνολογια πανω στο αμαξι.εχει χαρακτηριστει καρτ κ βγηκε το αμαξι της χιλιετιας.κατι αλλο?

Κανόνισε να το πάρεις και μετά από κανένα μήνα να μπαίνεις και να σιχτιρίζεις...

Ο χρήστης SCOTT έγραψε:

οσο για ρολ μπαρ παιδια αμα ειναι να το φερω τουμπα κιολας ασ ψοφησω τι να πω!εζησα μια φορα απο τουμπα που εσκασα με την οροφη με το bmw που ειχα κ δεν επαθα τπτ αμα ειναι να ξαναγινει μαλλον ηρθε η ωρα μου.

δε σκοπευω να το σκιζω κιολας...θελω να το χαρω..

Μπα! Που πήγαν τα 0-100 σε 6.5' και η αξιοπιστία?

Κλασσικό θέμα 'έχω-αποφασίσει-τι-θέλω-και-μπαίνω-στο-forum-για-να-επιβεβαιώσω-την-επιλογή-μου-και-όσοι-δεν-συμφωνούν-τόσο-το-χειρότερο-για-αυτούς'

Ο χρήστης SCOTT έγραψε:
joe δεν ειπα πως δεν ειμαι.

μισό λεπτάκι... λες δλδ ότι είσαι:

μ'αρεσει που εισαι κατασταλαγμένος και ώριμος. εισαι ό,τι πρέπει για τέτοιο αμάξι.

ή σου ξεφυγε και ήθελες να πεις ότι όντως δεν είσαι κατασταλαγμένος κι ώριμος;;

χαπια φέρτε μου χαπια

Ο χρήστης nass έγραψε:
Κλασσικό θέμα 'έχω-αποφασίσει-τι-θέλω-και-μπαίνω-στο-forum-για-να-επιβεβαιώσω-την-επιλογή-μου-και-όσοι-δεν-συμφωνούν-τόσο-το-χειρότερο-για-αυτούς'

Μπα, κλασικό θέμα 'νομίζω-πως-θα-κανω-την-αγορα-του-αιωνα-και-θα-ζηλευουν-ολοι--αλλα-τελικα-με-δουλευουν-ολοι'

Κλασικό θέμα 'σας δουλέυω όλους ψιλό γαζί' είναι βασικά...

Ο χρήστης REALZEUS έγραψε:
Κλασικό θέμα 'NOMIZΩ-OTI-σας δουλέυω όλους ψιλό γαζί' είναι βασικά...

fixed

έχουμε, αλλά περιμένουμε να το αγοράσεις πρώτα..

Σε ζηλευουν

Παρε το βρε φιλε .Ανεκδοτο καταντησε η ιστορια .

απίστευτο τοπικό το διάβασα από την αρχή και δεν ήθελα να τελειώσει

ευελπιστώ σε συνεχεια..

To ζόρι φίλε μου το τραβάς εσύ, που χαλιέσαι επειδή αυτοί που ρώτησες σου είπαν ειλικρινά τη γνώμη τους (= στην εποχή του πρωτοποριακό αλλά αυτή τη στιγμή πολύ κακή αγορά)

Τέλος πάντων, πάρτην και καλοτάξιδη!

http://www.lotuselancentral.com/

http://www.honestjohn.co.uk/carbycar/lotus/elan-1989

(+) Fine handling front-drive sports car with excellent grip. 12' 6' long by 6' 2@ wide and weighing around 1,000kg. An instant 'classic' despite KIA lookalike with not quite the same dynamics. Non-turbo Isuzu engine has 130 bhp. Turbos have 165 bhp pre-cat, down to 155 bhp with twin cats when re-launched as S2 in June 1994. Engines and gearboxes tough and reliable. Held its value well for years.
(-) Eats front tyres. Promotes heavy wear of front driveshaft joints, bushes and bearings. Fizzy electrics. Hoods leak. Hard driven, underserviced turbos will smoke. Red examples can develop a paint problem.

http://uk.cars.yahoo.com/car-reviews/car-and-driving/lotus-elan-2002912.html

Its probably fair to say that the Lotus Elan is a something of a forgotten gem. Amid all the acclaim lavished upon its successor, the Elise, the front-wheel drive Elan has slipped down the back of the automotive sofa somewhat, waiting to be rediscovered by a new generation of sports car drivers Prematurely killed off by Lotus in 1995, the Elan is still probably the finest handling front-wheel drive car available, although Hondas Integra Type-R and Fords Racing Puma could well be in with a shout. Perhaps the cutesy styling undersold this excellent drivers car, but the astute used buyer could pick up a bargain before the rest of the market remembers what a great car the Elan was and indeed still is.

The Elan is a pretty straightforward proposition. Ignoring the limited interest normally aspirated version, what do you get? A keen, buzzy Isuzu motor accompanied by the usual whoosh, whistle and chatter from the IHI turbocharger and intimate accommodation for two close friends. The interior is the usual late eighties/early nineties plastic dungeon, and although there are worse culprits than the Elan about, it is inside that the car shows its age. Whereas the exterior styling has aged really rather well, the interior doesnt look so clever.

The first thing youll notice is the combination of a very low seating position and a high scuttle and window line. Along with the disappearing snout and tail, bulky wiper blade and rear blind spot this makes visibility something less than perfect, hindering initial confidence. You also tend to slide down the seats, especially if the owner opted for leather trim. Despite the seemingly haphazard switchgear arrangement, its easy to get used to, and the steering wheel and gearlever are perfectly placed with a pedal box that encourages natty heel-and-toe footwork.

Luggage space is predictably dismal, and youll need to bear in mind that ABS was only offered on the Series 2 cars, with no Elans being fitted with airbags.

Prices for the Elan start at around £3,500 for an early 1990 normally aspirated car which, being as rare as rocking horse teeth, wont make finding a good one easy. A more fruitful course of action is trying to locate a Turbo SE, typical values of which are £5,500 for a 1992 J-registered car or £6,500 for the last of the K plate models. A far more satisfying proposition is the Series 2 Turbo, which starts at £10,500 on a 1994 M-plate and rises to £11,500 for the last of the 1996 N-registered cars. All turbocharged Lotus Elans attract a fairly reasonable insurance grouping of 16.

Despite the massive development budget, there are certain areas of the Elan that feel somewhat Heath Robinson. Adopt the hand-built low volume British sports car mentality when dealing with the hood. Alternatively put a towel on your right leg if it looks like anything other than a light shower, as the Elans roof has more leaks than Labour central office. The engine is a tough unit, although the Cam Angle Sensor is a noted weak point.

This sensor fails frequently due to internal corrosion, resulting in rough running, with the fuel injectors firing off at seemingly random intervals. The turbocharger is a largely reliable device, but its best to leave it to cool down for a minute or so after prolonged high speed running. Many Elan owners fit an aftermarket turbo timer to perform this function for them. Always run an Elan on fully synthetic oil to better dissipate heat.

Gear linkage failures are a fairly common problem on early cars, as is the engine torque damper and exhaust system. Other gremlins include pop-up headlamp motors, electric windows, torn or damaged soft tops, faded paints (especially red), and loose front hub carrier ball joints. Check the door windows for signs of scoring on the internal door guides, and dont worry too much about rattles from the fascia, doors or hood. All Lotus Elans rattle.

Inspect the glassfibre bodywork for signs of accident damage or abuse. Took a good look at all the panels in natural light for crazing, starring and paint fade. Dont automatically assume that poor panel fit is evidence of a shunt, as most Elans have some decidedly wonky panel fit, partly due to the difficulties in making GRP fit together nicely. Why do you think the TVR Tuscan had big scallops on the leading edge of the doors and trailing edge of the bonnet? Take a test drive with the hood down, as poorly fitting tops can lift at the rear at high speed, adding excess wind noise to the symphony of buzzes, whistles and rattles.

A warped hood frame can be costly to repair. Whats left? The underside. If possible, get the car up on ramps and have a look at its dirty side. With only 5.5 inches ground clearance, its not too difficult to bottom out an enthusiastically driven Elan on an undulating road, and real heroic stuff can see damage to the oil cooler and intercooler, slung low behind the chin spoiler. Dont worry too much about minor scuffs to the undertray, but be wary of rust on suspension components and chassis, which is a galvanised item, so any rust will betray evidence of damage.

(approx prices based on Series 2 Elan) Those of you worried about the cost of running an Elan can rest easy here. Parts prices are surprisingly reasonable. Whilst a cynic would point out that its just as well, the Elan owner can smile smugly knowing that a replacement exhaust system will cost £170 minus catalyst, whilst a clutch assembly is a none too terrifying £130. A set of front brake pads is £50 and a pair for the rear are around £60 An alternator is around £350, and a starter motor only a few pounds less.

A dip beam unit for the front headlamp is £60, with a main beam retailing at around £30.

This is where all those hours spent fiddling with the hood, trying to top up the gearbox oil and attempting to retrieve generic rattling things from inside the door trims become mere detail. It seems as if age has barely touched the Elan. Compared to many of todays roadsters, the Elan will still show them a receding view of its chubby rump. Once the turbocharger has given a hefty blast at 4000rpm, the engine feels like its trying to burst its cam covers, and in the lower gear ratios it sizzles up toward its 7000rpm red line with manic verve.

The aural accompaniment isnt the most tuneful, but the Elan is undeniably effective. You never get a convincing perception of quality in the Elan as it clonks, bangs and clatters along, and at first you experience a vague sense of disappointment with the rubberiness in its suspension, the slop in the gearchange and lack of lateral support in the seats, but when you pitch it into a corner, you get to see The Big Picture. Theres hardly any body roll and trying to get the Elan to understeer requires some custodial sentence standard idiocy. Its incredible given that this is an open top car, the like of which usually heave, groan and pitch all over the place when thrown into a corner.

When the Elan was launched 90% of the press releases contained the assertion that 90% of drivers could drive it at 90% of its capability at 90% of the time. These drivers are now in a secure unit near you. The original SE Turbo was undeniably effective, making 60mph in 6.7 seconds on the way to 137mph, and although the paper figures for the S2 Turbo are little different, the car feels slightly slower, if no less fun, on all of the major increments.

Itll be a classic when people remind themselves what it can do.

Be aware that buying a used Lotus Elan is going to be an endless series of fixes, repairs, frustrations and inconveniences. Its worth it though to experience the finest front-wheel drive chassis bar none. Yes, there are quicker cars and more sophisticated, more modern rivals, but the magic of the Lotus badge, the sheer verve of the handling and the depth of character of the Elan make it a charismatic used buy. Not for the timid.

Αλλά φαντάζομαι αυτά θα τα ξέρεις ήδη πριν ανοίξεις αυτό το θέμα

οποτε καλοριζικο..

ασχετο χτες ειδα ενα diahatsu copen , το χεις κοιταξει αυτο ?