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1964 Elva MK VII

'Elva' is a contraction of 'Elle' and 'va,' French for 'she goes.' This name was suggested to Frank Nichols by a friend named Jim Murphy. The first 'Elva' car was birthed in 1955 and built by Nichols and Malcolm 'Mac' Witts, Frank's mechanic. Bill Murphy helped with the creation of the bodywork. Defining characteristics of most (if not all) Elva vehicles were its low stance and curvaceous and streamlined bodies that enclosed its driver under a low, sloping nose.

The purpose of the first Elva was to showcase an overhead inlet valve/side exhaust valve head designed by Witts with production castings forged by Birmingham Aluminium Castings. It was intended that the Elva was prove the protentional of the special cylinder head, creating demand, resulting in strong sales, which then in-turn be used for racing.

Elva MKI/MK1B and MKII and MKIII

As many as 25 Elva cars were built in 1955, with approximately six being MK1s and the remainder the MK1B. The MKII Elva arrived in 1956, and like the MK1B, was an evolution of its predecessor, incorporating minor detail changes to the suspension and engine (the MK1B also had slightly revised bodywork). Some examples of the MKII wore Falcon fiberglass coachwork. The MkIII Elva of 1957 was clothed in aluminum.

When 'Mac' Witts left Elva in 1957, his void was filled by Keith Marsden, whose career had begun at Elva working as a mechanic. His talents as a designer and draughtsmanship were perfected during this time via books and evening classes, and these skills would come in handy in his new role.

Up to this point in history, Elva had been a builder of race cars. Still a young company, with just three years under their belt, the company decided to build a road-going car. Dubbed the Courier, it was intended for both road and track, endowed with lightweight characteristics, a tubular steel chassis, simple yet effective mechanical componentry, and an elegant fiberglass body.

The Courier was an instant success both in the showroom and the track, winning on both sides of the Atlantic.

Elva MKIV

The MKIV of 1958 was the first Elva designed by Marsden and Nichols. It had a spaceframe chassis, alloy drum brakes, a Coventry Climax FWA engine, and an MGA gearbox. The unique and revolutionary feature of this vehicle was its rear independent suspension setup where the unsplined driveshaft was designed to function like an upper wishbone. Eric Broadley was designing and developing his Lola MK I around the same time, and it had a similar configuration. Approximately 32 examples of the MKIV were constructed.

Elva MKV

The Elva MKV was introduced in mid-1959, again a development of its predecessor. Most of the Mark IV and Mark V Elvas were sent to the United States where they were driven by both amateur and professional racers.

From Front to Rear

Elva MK VI

Elva's first mid/rear-engine sports racer was the MK VI. Designed by Marsden, it had a steel-tube spaceframe chassis and disc brakes all around (inboard at the rear) and was powered by the 1,100cc Coventry Climax engine. The mid-engine configuration allowed for a low and narrow frontal area with a 'lay-down' seating position. Approximately 28 examples were built, with most being sent to the United States, where new importer Carl Haas handled distribution.

Elva MK VII

The Elva MKVII was introduced for the 1963 season and would continue through 1965 when it was replaced by the MKVIII. The MKVII was a development of the MKVI, and most were equipped with Coventry Climax Power. As many as 19 examples (and as few as 15) were given Porsche 'Fuhrmann' engines. These air-cooled Type 547 flat-four engines had four overhead camshafts, a 1700cc (1.7 liters) displacement, 11:1 compression, and produced around 183 horsepower at 7,800 RPM. To accommodate the engine, there were changes to the rear part of the tubular frame and the cockpit, and the relocation of the petrol and oil tanks. The engines were paired with a Porsche five-speed gearbox.

The Elva MKVII had most of its weight at the rear, affecting the car's handling. This was resolved with the MK8.

Elva MK VIII

The Elva MKVIII had several significant changes compared to the MKVII, including a longer wheelbase and wider track which improved handling. The MKVIII is considered the pinnacle of Evla's sport racing racings.

by Dan Vaughan

Sports Racer
Chassis number: 70P/040

This is one of 12 remaining Elva-Porsches. There were 19 built in 1963-4 in a marriage between Porsche and Elva cars.

In its debut, a sister car won its first race, the prestigious Road America 500, in 1963. This car, #70P/040, was initially purchased by lee Hall of Chicago, Illinois, who won the 1965 E Modified National Championship. It was sold to Mike Rahal in 1966. Mike went on to drive this car in many SCCA National and USRCC events. The highlight of Mike's career was placing fourth in the under-two-liter event at the 1967 Road America 500.

Later, in 1970, Bobby Rahal competed in his first race in Harewood Acres, Ontario, Canada. The car was repurchased in 2000, and today #70P/040 is a centerpiece of the Rahal Collection.

In the year 1955, Frank G. Nichols founded the Elva sports car manufacturing company. Based in Hastings, United Kingdom, the name Elva comes from the French phrase 'ella va' which means 'she goes'. Unfortunately, financial problems that were caused by the failure of the U.S. distributor the Elva Company was sold to Trojan in 1961. Production was relocated to Rye, Sussex, and again in 1966 to the main Trojan factory in Croydon. In 1965 Ken Sheppard from Customized Sports Cars of Shenley, Hertfordshire purchased Elva from Trojan, but production ended in 1968.

In 1954, Frank Nichols built his first sports racers. They were designed by Mick Chapman and created specifically for competition. Upon completion, they were taken to the track and competed with similar small displacement Lotus sports races from Colin Chapman. With the car showing tremendous promise, Nicholes decided to emulate its design with the first few Elva live rear axle sports racers.

MK II featured a de Dion rear axle. The MK IV had a fully independent suspension and was the first Elva with a tubular space frame.

The ultimate front-engined, drum-brake Elva sports racer was the small displacement sports racer MK V. Only thirteen examples were produced. Power was from the Coventry-Climax FWB single overhead camshaft engine, and they were competitive (perhaps better) than Chapman's Lotus 11 in England, Europe, and the United States.

Twenty-eight Elva MKVI models were produced with production beginning in December of 1961 and lasting until October 1962. Most were powered by the Coventry Climax FWA 1100cc engine, although a few were given Ford push-rod power and other engines. Drum brakes were standard as their low weight and small displacement engines did not necessitate a need for discs.

The MK VI was the first of the modern ultra-low 'lay down' sports racers. They made their debut at the Brands Hatch Boxing day race in England in December of 1961. They were popular in the US as a club racer in the G-Modified class. They enjoyed much success through the 1962 season but were soon eclipsed by the Lotus 23 and its successor, the Elva MK VII.

There were a total of around 69-72 examples of the MKVII produced between 1963 through 1965. Engine options varied, some were fitted with Lotus/Ford 1600cc, Ford Cosworth 1100cc, (Porsche, Climax, Lotus Twin Cam, and BMW), and various other units.

The last Elva Sports Racers were the Mark VIII. They were based on the highly successful MK VII and VIIS, and fitted with the most state-of-the-art technology of the era. They were sold without engines and never officially used as factory competition cars; they were raced with much success by privateers, such as Carl Haas. The MKVIII had rocker arm front suspension, a rigid chassis design, an aerodynamic body, and a number of other innovations making them formidable competition against the Lotus 23s and other '2-liter and Under' competitors.

by Dan Vaughan