There is no better representation of the term “knee-high to a grasshopper” than the metre-tall sliver of fibreglass launched by the automotive master of minimalism, Lotus, in 1966.

The Europa, named so mainly because it starts with ‘e’ to produce a family of e-cars, was designed as a race car and intended to replace the Lotus 7.

Interestingly, despite the eye-catching design of the Europa, it ended production in 1975 and yet the 7 (Seven) remains today, albeit under different manufacturers.

The Europa here is a Type 74 from 1974, a year before the model was ceased after 9230 were made, and picks up all the performance-centric components to become the most sought-after of the series.

It wears Lotus badges supporting its race wins, including the Formula One championship in 1972 with cars emblazoned with the black and gold John Player cigarette colours of its sponsor. The car’s badges are edged in black to acknowledge its sponsor and 100 Europas were made in black finish.

It has the Ford-based Lotus Twin-Cam 1.6-litre engine with larger valves – less-than-subtly announced by the “Big Valve” lettering cast onto the engine cover – and the five-speed Renault gearbox.

Earlier versions had the Renault 1.6-litre engine and four-speed gearbox that came direct from the Renault 16 hatch, then turned through 180-degrees to sit behind the driver and bolt to a central chassis spine.

Performance in the early days was excellent – the Renault engine was an excellent, lightweight choice that even with overhead valves, could pump high horsepower and really become alive in a fibreglass body that all up, weighed less than 660kg. It was also exceptionally aerodynamic with a co-efficient of drag only 0.29, barely bettered by modern cars such as the $300,000 BMW i8 at 0.26.

This latest version ups the ante considerably, delivering around 94kW/153Nm compared with the early Renault-powered coupes with 58kW/103Nm, even though it weighs a tad more at 710kg.

There is perhaps a bit more mumbo in the example on this page, mainly because its age and use has meant some engine renovation and some clever improvements aimed at overcoming some annoying inherent problems.

For example, the engine is shoehorned up against the central spine and firewall that sits behind the driver. That means accessing the water pump and its hoses means removing the engine and, because of that, the gearbox has to be taken out as well.

So the water pump is electric. The alternator is driven off a pulley mounted on one of the camshafts, so it’s easy to get to. The distributor is under the two Dell’Orto carburettors and – again – needs an engine removal to find, so it has a maintenance-free electronic update.

These can enhance the ownership experience. Nothing, however, can further enhance the driving experience.

It is – obviously – ground-hugging in profile and at 1080mm indicates it will kiss speed humps and thwart any attempt by tall people to get behind the wheel. Okay – no lies – it needs some degree of body suppleness to enter, partially because it’s low but also because the doors are tiny.

But once behind the small-diameter steering wheel, it’s comfortable and at 1.77cm, I still had 20mm left before my hair wiped the headliner. It is less of a prostrate seating position than the car’s dimensions would initially suggest.

It is a raw experience. The low design dulls any confidence the driver has when alongside a modern SUV at the traffic lights. Even the view of a soft-roader from the Lotus is little more than the star pattern of its wheel nuts.

In length it’s a fraction longer than a Ford Fiesta and is 50mm narrower.

No real surprise that it is also cosy in its cabin dimensions and – given the engine lives about 150mm from the driver’s ears – aurally energetic. Committed Lotus owners may not expect anything less.

But perhaps the most over-riding sensation is one of lightness and immediate throttle response. It is a very fast – almost volatile – car to drive and because of all the mechanical sounds, feels even more dramatic.

The gearshift is pretty good – though I needed practice – considering it has a convoluted set of levers that start at the rear of the gearbox. The engine is very torquey and the suspension and low centre of gravity so obliging that third gear through right-angle corners is a breeze.

It will also hold fifth gear at low speeds, indicating it would make an excellent tourer if it wasn’t for the noisy engine and exhaust.

Despite the race-oriented suspension design – wishbones and coils – it is compliant and never feels harsh on the kidneys. The steering is go-kart direct and though not assisted, is light enough for easy parking.

This was not a cheap car when it was delivered in 1974 and Lotus deliberately aimed it upmarket with leather seats and woodgrain trim, electric windows (mechanical winders would not have fitted in the tiny doors), and comprehensive instrumentation.

Although it’s purely a two seater, it has a large luggage area in a removable plastic bin that sits on a cradle above the gearbox.

It also has flow-though ventilation – the previous owner had installed an air conditioner – that exits through small slots at the top of the tiny rear window glass.

The Perth owner said the car was bought with the intention of going racing, but though the car was eager and competitive, the driver was less confident. Now it joins a family of classic cars with regular social runs. – NEIL DOWLING

ENDS

SPEC SHEET

Make: Lotus
Model: Europa
Model code: Type 74
Year: 1974
Price new ($A): $9300

Engine: 1.6-litre 4-cyl
Valves: DOHC, 8-valve
Bore/stroke: 82.57 mm x 72.75 mm
Comp. ratio: 10.3:1
Aspiration: normal
Power: 94 kW @ 6500 rpm
Torque: 153 Nm @ 5500 rpm
Power-to-weight: 132.15 kW/tonne
Fuel: Weber double-throat carburettors
Fuel tank: 57 litres
Fuel thirst: 10 litres/100 km
Transmission: 5-speed manual
Drive: Rear
0-100km/h: 7.2 sec
Top speed: 204 km/h

Dimensions:
Length: 3994 mm
Width: 1638 mm
Height: 1067 mm
Wheelbase: 2311 mm
Track (ft/rr): 1359 mm/1359 mm
Weight: 711 kg

Chassis:
Suspension (ft/rr): double wishbone, coil-overs/Chapman strut, coils
Brakes: (ft/rr): Disc/drum
Steering: Rack & pinion
Wheels: 13-inch
Tyres: Michelin XAS 155HR13