Guide: Lotus 340R
Background
Although the Type M100 Elan had been a critical and commercial success, its front-wheel drive platform divided opinion.
By contrast, the Type 111 Elise that replaced the Elan received a rapturous response from every quarter.
Launched at the Frankfurt Motor Show in September 1995, the Elise was a return to Colin Chapman’s original philosophy of “Simplify, then add lightness”.
It was developed when Lotus was under the ownership of ACBN Holdings SA, a Luxembourg company controlled by Italian industrialist, Romano Artioli, who was also the patron of Bugatti Automobiles SpA.
Soon after Bugatti was declared bankrupt in September 1995, Artioli sold a majority stake in Lotus to Malaysian car company, Proton.
Fortunately, none of this affected the Elise which proved so popular that Lotus struggled to keep up with demand.
In November 1997, Lotus added a high performance derivative to complement the standard 118bhp Elise. Dubbed the Sport 190, it featured uprated brakes and suspension, a 190bhp engine, a close-ratio gearbox, lightweight body panels and a host of other competition-inspired upgrades.
At just 700kg, the Sport 190 was one of the fastest cars available in the late 1990s.
Lotus was on a roll and, in July 1998, the company surprised the motoring world when an even more extreme Elise-based machine broke cover: the 340R.
Initially conceived as a design concept, the 340R was created to illustrate what the ultimate Elise may have looked like.
Based on the formidable 190 Sport platform, the 340R had no doors, no side windows and no roof. The minimalist bodywork was made from composite materials and the mechanical elements at the back of the car were left almost completely exposed.
The name 340R was chosen in anticipation of a 340bhp per ton power-to-weight ratio.
Photographs of the new car caused a sensation and, when Lotus displayed the prototype in the flesh at the Birmingham Motor Show in October 1998, public reaction was so overwhelmingly positive that the go ahead was quickly given for a limited production run.
Over the next twelve months, the 340R concept was turned into a type approved road car.
The production version was unveiled at the Frankfurt Motor Show in September 1999 and remained remarkably true to the original.
However, the target of 340bhp per ton proved over optimistic. Instead, 340 were built to give the name validity.
Deliveries began in February 2000 and all 340 cars were pre-sold.
Chassis
The 340R was based around a bonded extruded aluminium tub imported from the Elise.
Manufactured by Hydro Automotive Structures, it weighed just 68kg and provided exceptional torsional rigidity. Steel was used for the roll bar, galvanised rear subframe and bonded suspension mounts.
This method of construction meant exterior panels were not an essential part of the vehicle’s structural integrity. It allowed Lotus to use body panels only where essential for comfort, safety or for reasons of aerodynamic efficiency.
Suspension and brakes came from the 190 Sport.
Dual wishbones, co-axial Eibach springs and adjustable Koni dampers were installed at each corner along with anti-roll bars at either end. This arrangement gave a lower and stiffer set up than the standard Elise and allowed considerable scope for adjustment.
Brakes were 282mm cross-drilled and ventilated discs with AP Racing calipers.
Steering was unassisted rack and pinion type.
The ten-spoke Tecnomagnesio centre-lock wheels were created specially for the 340R. Fabricated from ultra light magnesium, they measured 15 x 6-inches at the front, 16 x 8 at the rear and were shod with Yokohama A038R tyres that had the appearance of a cut slick but were completely street-legal.
Engine / Gearbox
In the engine bay was an all-alloy four cylinder VHPD (Very High Performance Derivative) Rover K-series unit. It featured a DOHC four valve head and displaced 1796cc thanks to a bore and stroke of 80mm and 89.3mm respectively.
The compression ratio was 10.5:1.
Engine management was courtesy of an in-house system developed by Lotus with electronic multi-point injection.
The 340R employed a Lotus-designed Janspeed exhaust and Motorsport catalyst.
To reduce noise, an air inlet throttle valve was installed.
To gain type approval, Lotus officially produced the 340R with a 177bhp motor which passed all necessary emissions laws. However, in reality, nearly all 340Rs left the factory in ‘190’ trim with 190bhp at 7800rpm and 126lb-ft at 5000rpm.
The transformation from standard to ‘190′ specification comprised the following enhancements: re-mapped engine management, a 101° inlet camshaft pulley (to optimise output and mid-range torque) and an 82° thermostat (that allowed the engine to run cooler). Lotus also removed the resonator valve and secondary air filter. A cat replacement pipe reduced exhaust back-pressure, increased output, gave better throttle response and a fruitier engine note.
Transmission was via a close-ratio five-speed gearbox, AP Racing clutch and limited-slip differential.
Bodywork
Only one colour combination was offered: two-tone silver and black.
Composite body panels were used throughout.
For production, Lotus made several changes to the 1998 prototype, primarily for reasons of safety, cooling and noise.
A wide front bib spoiler with side winglets was added for crash protection.
To equalise the additional downforce created by the front wing, a bigger spoiler was added at the rear.
Additionally, the back end was encased with a sound-insulated shield to smother the worst of the noise generated by the engine.
Interior
The cockpit was predominantly left in bare aluminium.
Bucket seats were upholstered with black leather bolsters and blue alcantara centres.
Matching blue alcantara was used to upholster the centre of the steering wheel and upper cockpit sidewalls.
The three-spoke steering wheel had a black leather rim.
Four-point harnesses were standard equipment.
No luggage space was provided whatsoever.
Options
Optional extras included a racing damper kit, a smaller lightweight fuel tank, blue silicone hoses, Goodridge braided-steel brake hoses, a removable quick-release steering wheel, a fire extinguisher, battery trickle charger, custom tool kit and an oil cooler (which was standard on left-hand drive derivatives).
There was a choice of two gearbox upgrades: a set of ultra close-ratio straight cut gears and a fully sequential transmission.
Two sports exhaust systems were also offered, one in titanium and the other in stainless steel.
An optional Track Pack included the cat replacement pipe, titanium exhaust, a five-point harness kit, carbonfibre driver’s seat, Pagid brake pads, racing brake hoses, racing brake fluid, a lightweight battery and a Stack digital readout with upshift lights and lap timer.
Weight / Performance
The standard 340R weighed in at 675kg which was 257kg lighter than the regular Elise.
0-62mph took 4.3 seconds and top speed was 134mph.
Production Changes
Some early examples were fitted with carbon fibre cycle wings, but most came with black fibreglass components instead.
End of Production
Constructed for one year only (2000), of the 340 examples built, 120 remained in the UK while the rest primarily went to Europe and Japan.
Eight left-hand drive cars were delivered to the USA, but were initially only legal for track use.
Text copyright: Supercar Nostalgia
Photo copyright: Supercar Nostalgia & Lotus - https://www.lotuscars.com
