LOTUS XI 1958 ex 24H Le Mans

Lotus founder Colin Chapman formed a team of volunteers to help him create a revolutionary model for 1956. While the production Lotus Marks 8, 9 and 10 were based on the Lotus Mark 6, the Eleven was designed from scratch. Its closest ancestor was the factory Mk 9 Le Mans race car, registration XPE 6, a test bed for what was to come. The Eleven used a tubular steel chassis with aluminium panels. The elegant chassis weighed less than 30 kg. It was powered by the new Coventry-Climax four-cylinder aluminium engine, an overhead camshaft design with an impressive power-to-weight ratio. Girling disc brakes were used, and parts adapted from all manner of British cars of the period made up the rest of the machine. The car was covered by an astonishing aerodynamic body designed by Frank Costin: handcrafted from aluminium and hinged at both ends for easy access.
Lotus cars were regarded as 'scientifically engineered' racing cars, with every component designed for maximum efficiency and minimum weight.
Chapman's philosophy was that each part should perform at least two functions, with no more mass than was absolutely necessary to do the job. Contemporary racing drivers saw the Lotus as THE car to win races, even at the risk of not finishing at all.
From January 1956, when the first Elevens were hastily assembled for presentation to the press in AutoSport or for shipment to the US for their racing debut, the cars were built as quickly as the small Lotus workshop could manage. Chassis were made by Progress Chassis Co. and bodywork and panels by Williams & Pritchard, both practically neighbours. The cars were either assembled in-house or sold as kits. Elevens could be ordered in the full Le Mans version, which used a de Dion rear suspension, or the cheaper Club version, which used an Austin rear axle and drum brakes. Finally, a Sports version was available, which was essentially a Club with a Ford 10 engine. Initially, all Elevens used a swing-axle front suspension modified from parts of the British Ford 93E model. In the spring of 1957, after around 150 cars had been produced, a new version of the Eleven was introduced as the Series-2. The main difference, which generally only existed on the Le Mans version, was the Lotus 12-style double A-arm front suspension which gave the car smoother, more consistent handling. The S-2 had chassis improvements, a stronger drivetrain and could accept larger engines. By the summer of 1958, a total of around 270 Elevens had been built when production shifted to newer models, including Formula 1 cars. The Eleven was the first Lotus to be built in such large numbers, and firmly established the company as a serious builder of competition cars. It held such a place in Chapman's heart that future Lotus cars were given names reminiscent of it, such as Elite and Elan.

It was Colin Chapman's practice to develop a prototype during the racing season for production the following year. The 1956 Mark XI followed this policy and had a new chassis that differed significantly from the previous year's production cars. It was available as a kit of easy-to-assemble parts. Although the chassis frame is multi-tubular, in detail it is different, with the lower main tubes one inch square instead of round. The other tubes are 1.5cm round and vary in thickness from 18 to 20. There are fewer tubes, which reduces weight, but rigidity has been retained thanks to a 20-gauge light alloy sheet metal floor tunnel.

The half-swing axle system has been retained at the front, but the pivot points have been lowered, which should further enhance Lotus' exceptional cornering ability. The pivot bearings are housed in a rigid steel section. This makes it easier to assemble the entire front suspension system, and the Ford axle beams have been 'tuned' to allow the roll centre to be lowered. A new Girling-type suspension unit with integrated shock absorbers was used. Morris Minor rack-and-pinion steering with a three-piece column was chosen and the wire wheels were Dunlop 15-inch centre-nut wheels.

Although a De Dion rear axle system has been retained, it is entirely new. The universal joints are located at the ends of the tube, which is 3 inches in diameter, a quarter of an inch larger than the previous car. The Dion tube is made up of three tubular arms, two of which are parallel at the front and rear, but the third forms a semi-circle at the rear of the chassis.
Available axle ratios are 4.89, 4.55, 4.22, 3.89 and 3.66:1. The inboard rear and outboard front brakes are all Girling brakes with 9-inch diameter discs and the latest caliper mechanism.
From the outside, the bodywork is again very aerodynamic, but much lower than the S1. The aerodynamic fin objective of the previous Lotus has been replaced by a central fin behind the driver's head which is removable for mechanical interventions. The bodywork is four inches wider and more rounded at the sides, making the cockpit spacious and easily accessible with light alloy doors on either side.

Although usually powered only by a 1,100cc Climax engine, the Eleven, in the right hands, could beat most other racing cars. The combined effect of good power, low weight, unrivalled aerodynamics, powerful brakes and exemplary handling was such that the Eleven had no rival in the 1,100cc class and was almost as dominant in the 1,500cc class. It was competitive in the up to 2-litre class, and on the right track could beat any sports car, regardless of engine size.
After an abortive competition debut at Sebring in March, the Elevens raced in England. Colin Chapman and others drove the cars to a succession of victories and track records. For years there was talk of an epic duel at Goodwood between the Elevens driven by Chapman and Mike Hawthorn.
Around the world, cars began to fill the grids of the 1,100cc sports car class (or G class), the predecessor of Formula Junior, and an entry level for international competition.

At the 24 Hours of Le Mans, a three-car team was entered, with the Reg Bicknell / Peter Jopp car finishing seventh overall and first in class.
That autumn, a specially streamlined Eleven, driven by Stirling Moss and 'Mac' Fraser, raced at Monza and set a series of closed-circuit world speed records. The 1,100cc car covered 100km at 135mph, with a fast lap of 143mph.
During the 1956 season, the Elevens scored at least 148 race wins.
In 1957, with over a hundred Elevens in action around the world, the dominance continued. Highlights began with a class victory at Sebring by Chapman and Joe Sheppard.

The highlight of 1958 was a crushing class victory for the Elevens at Sebring. There, the Weiss/Tallaksen car finished an incredible fourth overall with just 1,100cc. Gradually, however, the rapid evolution of racing caught up with the Eleven, and while it was still competitive, Lotus prepared a successor. In 1959, the Lotus 17 appeared, lower and lighter, but even it couldn't match the Eleven's handling and overall speed. The real replacement finally appeared in 1962 with the brilliant Lotus 23 as part of the rear-engined revolution that ended the era that the Eleven had dominated.


Around the world, dozens of Lotus Elevens found new life in amateur club racing and as 'school' cars. In the 1960s, many drivers got their first taste of racing at the wheel of one of these old thoroughbreds.
Built in 270 examples between 1956 and 1958, the Lotus Eleven was a synthesis of all Colin Chapman's experience and know-how at the time of its launch. Intended for endurance and sprint racing for small cars, this new Lotus, which introduced E names, quickly attracted a clientele of demanding sportsmen and gentlemen drivers.

Chassis 515 - Le Mans 24 Hours 1958
In May 1958, Lotus Engineering completed the construction of the 515 chassis.
The Lotus XI was then at the peak of its technical maturity. Chassis 515 was delivered new to Bill Frost, owner of the Car Exchange dealership in Brighton. The car was registered 2411 HP. The configuration was self-explanatory: Le Mans Series 2 specification, with high windscreen and 'High Tail' stern, magnesium wheels and Coventry Climax FWA engine no. 7701 mated to an MGA close ratio gearbox. All the indications were that the destination was already known.
A few weeks later, the Lotus was entered in the 1958 Le Mans 24 Hours under number 39 by Car Exchange. The crew consisted of Bill Frost and Bob Hicks in the hotly contested 1100cc class.
The 1958 event was marked by particularly trying weather conditions. In the steady rain, the little Lotus demonstrated the intelligence of its design. Light, precise and well-balanced, it led its class in the first few hours of the race. But the Sarthe remained unpredictable. On the Hunaudières straight, the car spun out in precarious grip conditions. It came to a standstill and was then hit by an Alfa Romeo. After three hours of racing, retirement was inevitable.
The archives of the Historic Lotus Register formally confirm its identity: chassis 515, Car Exchange entry, number 39, retirement after three hours.
Like many endurance cars of the period, the 515 did not disappear after this episode. It probably returned to Brighton where it was rebuilt. There is some evidence to suggest that it may have raced at Goodwood shortly before Le Mans at the 1958 Whitsun Meeting, a hypothesis consistent with Bill Frost's activity in Sussex, although this has yet to be definitively documented.
Over the years, the car left the UK and crossed the Atlantic. In the 1980s, it belonged to Harold Phillip Javetz in Savannah, Georgia. A keen amateur driver and collector, Javetz kept the Lotus in its original configuration. In 1985, the car appeared in the American specialist press, notably in Thoroughbred & Classic Cars, where Innes Ireland was photographed alongside the XI - a highlight that helped to revive its Manceau past.
In 1988, the Lotus was sold to Ed Henning, also in the United States.
In 1991, chassis 515 returned to the UK in the hands of Bill Harding. This marked a turning point: the Historic Lotus Register officially confirmed its chassis number, original registration and participation in the 1958 Le Mans 24 Hours under number 39.
That same year, the car was acquired by Carol Spagg. Inspected and documented by Graham Capel, it returned to the British and European historic circuits in the 1990s. A 1998 letter attests to its FIA conformity in 1098cc configuration.
In 2006, the XI 515 joined the collection of a French amateur racer. It took part in the 2008, 2014 and 2016 Le Mans Classic events, returning to the same track on which it had raced half a century earlier.
In March 2022, the car was acquired by its current owner.
Today, chassis 515 retains the fundamental elements that make up its identity: its Le Mans 'High Tail' configuration, its 1098cc engine, its historical consistency and a continuous traceability spanning more than six decades.

The 515 chassis is not simply a Lotus XI.
It is a car that was ordered new for Le Mans, raced in one of the most difficult editions of the era, rebuilt, preserved, passed on from enthusiasts to collectors, then returned to race on the circuit that shaped its legend.

It has recently been entered by its current owner at Le Mans Classic, Goodwood and in Peter Auto's Gentlemen's Challenge. Perfectly maintained with an engine that has just been rebuilt and run in on the bench, and compliant with its Weber DCO3 carburettors, it perfectly embodies the Lotus spirit of the late 1950s: technical intelligence, mechanical elegance and courage on the track.

Owners' summary
- 1958 - Bill Frost / Car Exchange (Brighton)
- 1960s - Likely competition activity
- 1984 - Harold Javetz (USA)
- 1988 - Ed Henning (USA)
- 1991 - Bill Harding (UK)
- 1991 - Carol Spagg (UK)
- 2006 - Eric Leroy (France)
- 2022 - Current owner

It is eligible for the biggest motoring events: Goodwood, Le Mans Classic, the Tour Auto, the Gentleman Challenge by Peter Auto, in Motor Racing Legends or in the GTSCC of Flavien and Vanessa Marçais... to name but a few!