The most recent MOT, carried out on 18 March 2016, resulted in a pass but was accompanied by several advisories concerning the front upper suspension arm rubber bushes, rear tyre tread depth, and slight free play in both steering columns. Earlier records show a pass with no defects in January 2015, while the 2010 test already highlighted slight play in the near‑side front wheel bearing, wear on the tie‑bar mounting and a marginally loose steering column universal joint. Overall the maintenance trend appears broadly stable – the vehicle has avoided outright failures – yet the recurrence of suspension‑related advisories suggests a gradual deterioration that has not yet escalated to a safety‑critical defect.
With only 2,052 miles recorded on a 1960 Lotus Elite, the average annual usage works out to roughly 31 miles per year, an exceptionally low figure for a car of this age. Such sparse use typically indicates long periods of storage rather than continuous low‑kilometre running. While low mileage reduces wear on moving parts, it also means that components reliant on regular motion, such as rubber bushings, tyre compounds and battery plates, may have aged in situ. The lack of regular thermal cycles can accelerate rubber hardening, tyre sidewall perishing and battery sulphation, and can allow moisture to settle in seals and joints, potentially leading to corrosion that is not reflected in the mileage‑based wear patterns.
Prospective buyers should give particular attention to the front upper suspension arm rubber bushes on both sides; although the advisories noted no excessive movement at the time of inspection, hardened or cracked bushings can produce clunking noises over bumps, a vague looseness in the steering feel, or uneven tyre wear. The slight free play recorded in the steering wheel on both nearside and off‑side also warrants a hands‑on check – the steering should return promptly to centre after a full lock and should not exhibit a noticeable wobble at low speeds. The near‑side front wheel bearing, noted for slight play in 2010, should be examined for any growling or roughness when the wheel is spun by hand, and a road test should reveal any humming or vibration that intensifies with speed. Additionally, the tie‑bar/rod attachment bracket, while not presently compromised, should be inspected for any looseness or corrosion that could affect chassis rigidity under cornering loads.
Given the car’s age and its very low utilisation, a thorough visual and tactile inspection of age‑related items is essential. Tyres should be checked for sidewall cracking, dry rot and loss of elasticity even if tread depth appears acceptable; the rear tyre that was close to the legal limit in 2016 may now be beyond safe service life. Brake discs and drums are likely to have accumulated surface rust – a light surface layer is normal, but deep pitting or uneven wear could require resurfacing or replacement. The 12‑volt battery, if original, is almost certainly beyond its useful lifespan and should be load‑tested or replaced pre‑emptively. All fluid reservoirs – engine oil, brake fluid, coolant and gearbox oil – should be examined for colour, sediment and water content, as time‑based degradation can occur irrespective of mileage. Finally, inspect the chassis and under‑body for any signs of corrosion, especially around mounting points, suspension joints and exhaust hangers, as prolonged stationary periods can promote rust that may compromise structural integrity if left unchecked.