The Eleven's top specification, known as the Le Mans variant, was fitted with a 1100 cc Coventry Climax FWA engine, occasionally upgraded to a 1500 cc Coventry Climax FWB unit, mounted in the front of a tubular space frame. It featured a De Dion tube rear axle and Girling disc brakes. Fully loaded, the car weighed only around 1,000 lb (450 kg), giving it a remarkable power-to-weight ratio for its era.
Two further variants were offered: the Club, which used a 1100 cc Climax engine, and the Sport, which used a 1172 cc Ford engine. Both of these lower specifications used a live rear axle and drum brakes rather than the Le Mans car's more sophisticated running gear. Owners fitted an array of alternative engines over the years, including Coventry Climax units of 1500 cc and 1200 cc, Maserati 150S 1500 cc, DKW 1000 cc, SAAB 850 cc and 750 cc engines.
Two main body styles existed: one featuring a headrest fairing behind the driver, and another with no headrest but two small tail fins. Some cars were later fitted with a closed body incorporating gullwing doors to comply with GT regulations.
The Eleven's most notable outright result was a seventh-place finish at the 1956 24 Hours of Le Mans, driven by Reg Bicknell and Peter Jopp. The car was primarily designed to dominate the 1100 cc class, where it proved exceptionally competitive throughout the mid- to late-1950s.
In 1956, a modified Eleven fitted with a bubble canopy over the cockpit was driven by Stirling Moss to a class world record of 143 mph (230 km/h) for a lap at Monza, demonstrating the car's aerodynamic efficiency. Class victories at Le Mans and Sebring followed in subsequent seasons, cementing the Eleven's reputation as the definitive small-displacement sports racer of its time. A 750 cc version won the Index of Performance at Le Mans in 1957, a prestigious award given to the car achieving the best performance relative to its engine size.
In 1957 the Eleven underwent a significant redesign, gaining revised front suspension geometry and improvements to the drivetrain. Although officially designated the Eleven Series 2, these later cars are sometimes informally called the Lotus 13, as they were produced between the Lotus 12 and Lotus 14 in the model sequence and the number 13 was deliberately skipped by the factory. The informal Lotus 13 label was never an official designation.
Later versions built in 1958 are also occasionally referred to under the Lotus 13 name, though again this remains an informal usage rather than a factory designation.
The Lotus Eleven established Colin Chapman's reputation as a constructor capable of wringing exceptional performance from lightweight, purpose-built machinery. Its aerodynamic body, collaborative engineering with Frank Costin, and class-dominating competition record set the template for Lotus sports racing cars through the 1960s.
Several replicas and recreations of the Eleven have been produced, including the Kokopelli 11, the Challenger GTS, the Spartak, and the best-known example, the Westfield XI. These kit and continuation cars attest to the enduring appeal of the Eleven's design among historic motorsport enthusiasts.
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