Elan

Elan (pronounced ay-lahn (U) or e-lan (non-U))

(1) Dash; impetuous ardor; a combination of style and vigour.

(2) In astronomy, as ELAN, the acronym of Enormous Lyman-Alpha Nebula (large gas cloud (nebula) larger than galaxies, found in intergalactic space).

1875–1880: From the Modern French élan, from the Middle French eslan (a dash, rush), noun derivative of éslancer to (dart).  Élan was thus a deverbal of élancer, the construct being é- (from the Old French es-, from Latin ex- & ē- (the prefix indicating away, moving away from) +‎ lan(cer) (from Old French lancier, from the Late Latin lanceāre, present active infinitive of lanceō, from the Latin lancea.  It was related to the Catalan llançar, the Italian lanciare, the Occitan and Portuguese lançar and the Spanish lanzar.  The sense is best understood by comparison with the French élancer (to throw forth) from the Classical Latin lancea (lance), the Roman auxiliaries' short javelin; a light spear or lance.  Ultimate root is thought to be Celtic/Celtiberian, possibly from the primitive Indo-European plehzk- (to hit) and connected also to the Ancient λόγχη (lónkhē).  Elan is a noun. 

Lindsay Lohan in hijab and halal make-up at the inaugural London Modest Fashion Week (LMFW), staged by London-based fashion house Haute Elan, February 2018.

Haute Elan is an interesting example of the novel corporate structures made possible by the distributed connectivity of the internet, acting as an umbrella organization for designers and distributers (output) and a kind of clearing house, offering a conduit for access and enquiries by media and customers (input).  For designers, the attraction is the association with a platform which can reduce the cost of promotional activities while allowing a brand to be built.  Pragmatically, it also limits the the consequences of failure.

The companion word is the noun éclat (brilliant display or effect), also used by Lotus as a model name (Types 76 & 84; 1975-1982).  For elan, there’s really no exact single-word synonym in English, the closest including animation, ardor, dash, flair, impetus, life, oomph, panache, spirit, style, verve, vigor, vim, zest, zing, brio, esprit & impetuosity.  The usual spelling in English is elan and it’s often used with a modifier (eg “a certain elan”); the alternative spelling is the French élan.  The alternative spelling is the French élite and use of the French pronunciation the "U" ay-lahn rather than the "non-U" e-lan is one of the "class identifiers" on which readers of publications like Country Life focus when meeting folk.  To avoid the condemnation of pedants, the French spelling élan is recommended

The Lotus Elan

1962 Lotus Elan S1 DHC.

Lotus introduced the Elan in 1962, production continuing in four series until 1973, a companion four-seat (though really a 2+2) version made for a further two years.  Unlike the its predecessor, the exquisite Elite, the Elan would be offered as a convertible, the range adopting the English nomenclature of the time, the roadster a drop-head coupé (DHC, Type 26 (later 45)) and the closed version, introduced in 1966, a fixed-head coupé (FHC, Type 36).  

Lotus Elan chassis.

Abandoning the expensive and troublesome monocoque shell of the Elite, the Elan used a steel backbone chassis, the body this time a multi-piece affair, made again from fibreglass but using techniques which made it cheaper to manufacturer while maintaining quality; Lotus would use this method of construction for almost three decades.  Just as important was that for the first time, there would be imposed some rigor in standardization and production-line rationalization.  Profits flowed.  The Elan's pair of Rotoflex "doughnut" couplings are here visible on each side of the differential.

Overcoming the fragility of the Elite did come a cost and that was weight, the 1,500 lb (680 kg) Elan heavier by about 385 lb (175 kg) but by any other standard, the new car was still lithe and to compensate, there was more power.  One prototype Elite had been built the new 1.5 litre "Lotus Twin Cam" engine, based on the mundane but lively and tough Ford Kent four-cylinder unit (the "Kent"), transformed by the addition of an in-house designed, aluminum double overhead camshaft (DOHC) head and this was adopted as the Elan’s power-plant.  In the Lotus community, some regard the two-dozen odd 1.5 litre cars built as something like prototypes, all subsequent Elans built with 1.6 litre engines although the specifications and power outputs would vary according to improvements made and detuning demanded by emission control laws in some markets.   Like the Kent itself, the DOHC would enjoy a long life in both Ford and Lotus vehicles.   

Mrs Emma Peel (Diana Rigg (1938–2020)) in The Avengers (1965–1968) with her 1966 Lotus Elan S3 DHC (previously she had driven a white S2).

With the release of S3 (series 3) in June 1966, fixed side-window frames were fitted to the doors, the only way electric windows could be made to work without a major exercise in re-engineering the structure.  Along with refinements such as full-width, teak veneer dashboard, the luxury of power-windows was an indication Lotus was seeking to extend the Elan's appeal, especially in the lucrative US market and among the Elan cognoscenti, the S3 are regarded as the finest of the breed, collectors drawn especially to the two dozen-odd trimmed in red (all other Elans with black interiors).  One of reasons for the fondness for the S3 is it was the last generation built before it became necessary to conform with the phalanx of regulations (many of which were both a good idea and overdue) imposed by the US DOT (Department of Transportation, established by an act of Congress on 15 October 1966 and beginning operation on 1 April 1967).  To comply with the rules, in 1968 the S4 would be released with changes including flush fitted instruments, rocker switches replacing the toggles, collapsible steering columns and inward facing wheel spinners, these features also on the specification sheet for a run of some 450 S3 SS (Super Safety) cars, an interim release (a la the 1.25 & 1.5 Jaguar E-Types) although in the company's habitually haphazard way, not all of the SS cars included all these changes.

1968 Lotus Elan S3 FHC.

Dynamically, the Elan was from the start acclaimed, even compared to more expensive machines, the performance, handling and economy were the best compromise of the era, the steering especially praised; indeed, that’s one aspect of the Elan which has rarely been matched.  The more professional approach to cost-control and production line efficiencies brought benefits beyond the quality of the cars, Lotus for the first time a genuinely profitable operation, the revenue generating funds not only new models but also the Formula One program of the 1960s which would be the company’s golden era, yielding multiple driver’s and constructor’s championships.  The corollary of being a successful road car however meant it had to be built to appeal to a wider market than the highly strung Elite which had been more at home on the track than the street.  Accordingly, Lotus never envisaged a racing career for the new car, its suspension tuned softly enough to cope with the bumps and undulations of the real world better than the dainty Elite which was at its best exploring its limits on the billiard table-like surface of a racetrack.

1965 Lotus Type 26R.

However, although the factory had envisaged the Elan purely as a road car, owners quickly were convinced of its potential and around the world, in both standard and unmodified form, the Elan was soon a popular race-car so the factory began to receive requests for parts suitable for competition.  The customer being always right, Lotus responded, factory support soon forthcoming, culminating as early as 1964 in a racing version, the type 26R which featured lighter components, a strengthened drive-train, stiffer suspension, better brakes and more horsepower from a engine tuned and built by BRM (British Racing Motors, the team which had won the 1962 Formula One world championship).

1971 Lotus Elite Sprint DHC.

For the road cars, upgrades were frequent, a detachable hardtop soon offered and luxuries inconceivable in the Elite, such as lush carpeting, walnut trim and electric windows appeared at intervals.  Power increases over the years appear modest, the early versions rated at 105 bhp (78 kW) and the most potent at 126 bhp (94 kW) and there were variations as laws changed but the general trend was upwards.

1975 Lotus Elan +2S 130/5.

The Elan had been very much in the cottage-industry Lotus tradition, offered even in kit form for owners to assemble themselves, a practice which lasted until 1973 when changes to the UK’s value added tax (VAT, the UK’s consumption tax) rendered the practice unviable.  Very different and a harbinger of the "big" Lotus of the 1970s was the Elan +2 (Type 50), introduced in 1967.  Available only as a FHC, although visually inspired by the Elan, the +2 was wider, built on a longer wheelbase and included two rear seats, although the legroom meant they were suitable only for young children.  That however was the target market: the young men (and increasingly, even then, women), for whom a newly arrived family would otherwise have compelled a purchase from another manufacturer after outgrowing their Elan.  Never a big seller, it filled the same niche as Jaguar’s 2+2 E-Type and was popular enough to remain on sale for two years after Elan production ended in 1973, the last versions the most desirable, fitted with the five-speed gearbox included on a handful of the final Elan Sprints.

Well made imitation, the 1989 Mazda Maita (MX-5).

The Elan name was revived for a run of sports cars produced between 1989-1995 which were said to be very good but, being FWD (front-wheel drive) with all that implies, didn’t capture the imagination in the same way.  The Elan was also the template for Mazda’s very successful MX-5 (labelled in some markets variously as the Roadster or Miata), one of the more blatant pieces of far-east plagiarism, Mazda’s design centre known to have obtained at least two original Elans to study.  A typical Japanese product, the 1989 MX-5 corrected almost all the Elan’s faults and is probably as close to perfect as any car ever made.

Doughnut

Doughnut (pronounced doh-nuht)

(1) A deep-fried piece of dough or batter, usually mixed with various sweeteners and flavors, often made in a toroidal or ellipsoidal shape flattened sphere shape filled with jelly/jam, custard or cream and sometimes glazed.

(2) In engineering, a variety of objects using this shape ranging from transmission connectors to the reaction vessel of a thermonuclear reactor.

(3) In physics, a toroidal vacuum chamber.

(4) As a descriptor, anything in the shape of a torus (thick ring); an annular object; a toroid.

(5) In (informal) parliamentary jargon, to surround a speaker with other members during the filming of a speech to create the illusion the chamber is crowded and people are interested in what he is saying.

(6) In slang, the vulva and (by extension) a woman's virginity, a derived form being the “doughnut bumper” (a lesbian).

(7) In UK colloquial use, a foolish or stupid person (based on the idea of “nut” being used as slang for the head, filled with dough (a soft, inert substance); Now rare except as a regionalism although the companion “a bit doughy” (ie "a bit dense") endures.

(8) In admiralty slang, a circular life raft. 

(9) In the slang of musicians, a whole note.

(10) In automotive use, a "peel-out" or skid mark in the shape of a circle; a 360-degree skid created with deliberately excessive wheelspin, also associated with the "burn out".  The term is most used in the US, Canada, New Zealand and Australia and in the latter it's most associated with (though not restricted to) "bogan culture".  Behavioral zoologists have noted the striking similarity between the tyre marks left on the road and the way some animals urinate to "mark their territory" but this may be drawing a long anthropological bow.

(11) In automotive use, a spare car tyre, smaller than a full-sized tyre and intended only for temporary use.

(12) In aviation, a type of tyre for an airplane with a rounded tread profile and a high sidewall which interacts (as a shock absorber) with the landing gear's hydraulics.

(13) In rehabilitative medicine. a toroidal cushion typically used by hemorrhoid  (piles) patients.  

(14) In hair styling, a shaper around which hair tightly can be bound.

(15) In vulgar slang, the vulva; by extension, a woman's virginity. 

(16) In the vulgar slang of the male gay community, a "puffy" anus with the outward shape of a donut (though it can be applied generally to any anus); the companion term is "donut hole".

1809: The construct was dough + nut.  Dough was from the Middle English dow, dogh & dagh, from the Old English dāg, from the Proto-Germanic daigaz (dough), from the primitive Indo-European dheygh (to knead, form, mold).  It was cognate with the Scots daich, dauch & doach (dough), the West Frisian daai (dough), the Dutch deeg (dough), the Low German Deeg (dough), the German Teig (dough), the Norwegian Bokmål deig (dough), the Danish dej (dough), the Swedish deg (dough) and the Icelandic deig (dough).  Nut was from the Middle English nute & note, from the Old English hnutu, from the Proto-West Germanic hnut, from the Proto-Germanic hnuts (nut) (the form may be compared with the West Frisian nút, the Dutch noot, the German Nuss, the Danish nød, the Swedish nöt and the Norwegian nøtt), from the root knu-, seen also in the Proto-Celtic knūs (source of Irish cnó) and the Latin nux (nut).  There are etymologists who, noting the form of the nouns and the restriction of the root to Germanic, Celtic and Italic, argue it may be of non-Indo-European origin.  The adoption to mean “fastening device for a bolt” is conventionally traced to the Old English hnutu (hard-shelled fruit with a seed inside (acorn, chestnut etc), based upon (1) the appearance and (2) an analogy between the hard outer shell of a nut and the protective function of the metal nut in securing a bolt (ie a nut, like its botanical counterpart, encases and protects something (in this case, the threaded end of a bolt).  The use has been documented since the early-fifteenth century and has been used in mechanical and engineering contexts since.  Doughnut is a noun & verb and doughnutting & doughnutted are verbs; the noun plural is doughnuts.

Etymologists note the spelling “donut” was not unknown in the first half of the twentieth century but was rare.  The event which seemed to have triggered the widespread adoption was the “quick service” restaurant Open Kettle (founded in Boston, Massachusetts in 1948) in 1950 changing its name to Dunkin' Donuts and, as a franchise operation, Dunkin' Donuts spread nationwide so along with the classic FSS (fat, salt & sugar) product came linguistic change, an example of the haphazard way English evolves.  Curiously, although Dunkin' Donuts Australia sites were by 2009 shuttered (after a two-decade run), the linguistic legacy endures and “donut” & “doughnut” peacefully co-exist whereas in the dozen-odd other countries where Dunkin' Donuts retains a presence, the latter is said to remain the mainstream spelling.

In all markets, Krispy Kreme continues to use “doughnut”, the company founded in North Carolina in 1937 at a time when the spelling was (almost) uncontested.  The first known evidence of the word “doughnut” appearing in print was in 1809 in Washington Irving’s (1783–1859) Knickerbocker’s History of New York and to refer to fried dough balls (ie literally “nuts of dough”) as “doughnuts” was etymologically and descriptively sound because, being then usually round with no hole and often stuffed with nuts or fruit preserves, the allusion was to nuts in the sense of the edible kernels from plants, not the fastener used with a bolt.  The brand-name Dunkin’ Donuts reflects the trend in mid-twentieth US commerce to simplify spellings (in the spirit of the sensible American rationalizations such as catalog vs catalogue, color vs colour etc) to make them “catchier” as well as obviously “modern” (nite vs night, thru vs through etc).  Being shorter, “donut” worked better on logos and signage and was very much part of the post-war zeitgeist of speed, efficiency & convenience.  Krispy Kreme never shifted their branding because the traditional spelling was thought to impart a sense of “authenticity and heritage” which tied in with the deliberately old-fashioned themes used in the stores fit-out; nostalgia as a commodity.  Most major prescriptive dictionaries continue to “doughnut” as the primary spelling, with “donut” as a variant, the popularity of the latter noted as a linguistic phenomenon in North America, Australia and on-line.

Box of Krispy Kreme doughnuts.

What Washington Irving mentioned in 1809 (the “small, spongy cake made of dough and fried in lard”) was probably best described as “a lump” because there seems to be no suggestion the size and exact shape of the things were in any way standardized beyond being vaguely roundish.  It’s not clear when the holes became common, the first mention of them apparently in 1861 at which time one writer recorded that in New York City (the old New Amsterdam) they were known also as olycokes (from the Dutch oliekoek (oily cake) and some food guides of the era listed doughnuts and crullers as “types of olycoke”.  The spelling donut was typical of the sensible and pragmatic simplification of spelling in US English and emerged in the mid nineteenth century; the form donnut did not last, the duplicated “n” obviously redundant.  In engineering, the word is widely applied including (1) the reaction vessel of a thermonuclear reactor, (2) a circular life raft, (3) A toroidal vacuum chamber (used in experimental physics), (4) a circular life raft, (5) certain types of aircraft tyres, (6) a spare car tyre smaller than a full-sized tyre and intended only for temporary use.  In idiomatic use, the phrase “bet you a dollar to a donut” fell victim to inflation.  Dating from a time when a donut typically cost a dime (5 cents), it thus implied odds of 20-1 and was part of a rich linguistic tradition which included memorable constructions such as "monkey to a mousetrap" (500-1).  As used to describe the behaviour in which a car is driven at low speed in circles with the drive wheels spinning, thus leaving a circular track of rubber on the road, the “donut” was first used circa 1981 in the US and it was picked up around the world by males aged 17-25, the donut specialists.

The great Krispy Kreme doughnut heist.

In November 2023, in Sydney, Australia, a Krispy Kreme delivery van loaded with 10,000 freshly fried doughuts was stolen from a 7/11 petrol (gas) station; police established a crime scene and launched an investigation into the incident and some two weeks later a 28 year old woman was charged with stealing after the Krispy Kreme van was found abandoned at a nearby car-park in Parramatta.  The donuts were “destroyed”, according to a police spokesman and the authorities later confirmed the suspect would be charged with "taking a driving conveyance without the consent of the owner, driving a motor vehicle during a disqualification period and travelling or attempting to travel without a valid ticket."  The woman was refused bail, presumably because the police forces anywhere would regard a threat to the national doughnut supply as a serious offence.

World War I Salvation Army doughnut girl poster.

The dough-boy was something which existed as early as the 1680s but it was something more like a pancake than a donut and doughboys were widely known; because the distinctive buttons on the uniforms worn by soldiers of the American expeditionary forces sent to Europe in 1971 to afforce the Allies in World War I (1914-1918) were the same shape, the soldiers were nicknamed “doughboys”.  Doughnuts were supplied to troops during World War I by a Christian organization, the Salvation Army (which uses military ranks but isn't really a paramilitary formation except in the sense of the later term "moral rearmament") which recruited some 250 woman volunteers who settled on the fried items because they could be prepared quickly and cheaply with minimal equipment and required only ingredients which were readily available through most military supply depots.  The doughnuts were originally quite small but, responding to suggestions, the women had a blacksmith fashion a mold for the now now-iconic circular shape with a hole in the centre.

World War I doughnut girl (left) and World War II (right) donut dolly.  It was during the later conflict the term "donut dolly" supplanted "doughnut girl", presumably because of the alliterative appeal.  Airline stewardesses (flight attendants) were (in less enlightened times) sometimes called "trolley dollies", the phonetic attraction there the rhyme although alliteration clearly appealed to the (always male) pilots of the era who preferred "flying fucks".  

Production at scale soon followed and they were distributed also to civilians; it was at this point, for better and worse, that French society hungrily adopted the doughnut.  During World War II (1939-1945), the system was formalized with the Red Cross taking over the operation and although it was never an official term, the women were known popularly as “donut dollies”, recruited on the basis of (1) being aged 25-35, (2) having a high school diploma, (3) appropriate work experience, (4) good reference letters and (5) “healthy, physically hardy, sociable and attractive”.  By the time of the D-Day landings in Normandy (6 June 1944), the Red Cross had some 100 British Army buses operating with fully-equipped kitchens, the donut-machines provided by the American Donut Company.  The donuts were served with coffee and the donut dollies were able to supply also those staples of army life: chewing gum and cigarettes.

Rotoflex doughnuts

Totoflex "Doughnut" coupling.

Rotoflex couplings were often used in the 1960s to connect differential output shafts to the rear hubs.  Usually called “rubber doughnut”, they were popular in road cars such as the Triumph GT6 and racing machinery as varied as the Ford GT40 and Lotus 21 because, prior to the availability of suitable constant velocity (CV) joints, there was really no better alternative.  Although subject to wear, usually they worked well but Lotus also used them on the Elan, the rear suspension of which was exceptionally supple rear, providing for significant vertical wheel travel which resulted on the deformation of Rotoflex doughnuts, the phenomenon known as a “wind up”.  While readily detectable by experienced drivers who learned to adjust their clutching technique, it could be disconcerting to those unused to the Elan’s quirks.

Doughnut installed: rear suspension of 1972 Lotus Elan Sprint.

In recent years, some of the replacement doughnuts manufactured in the Far East have been of sometimes dubious quality so except for those dedicated to maintaining originality, many Elans have been converted to use half-shafts built with CV joints.  When in 1971 the Elan was updated with a more powerful engine, the company did experiment with other methods but it was clear the elasticity of the doughnuts was integral to the design and without them the famously precise handling characteristics suffered.  Now however, although expensive, more rigid Rotoflex doughnuts are available which preserve the precision although at the cost of adding an occasional harshness to the Elan’s exceptionally smooth ride.

Crab Doughnuts: Chiltern Firehouse, London

Chiltern Firehouse Crab Doughnuts Recipe

Ingredients (doughnuts)

540g strong white flour (plus extra to dust)
70g caster sugar
2 tsp Maldon sea salt (plus 1 tbsp to dust)
1 tsp instant yeast
140ml water (room temperature)
4 large free range eggs
Grated zest of 3 un-waxed lemons
130g unsalted butter (thinly sliced and chilled)
500ml sunflower oil (for deep frying, plus extra for greasing)
3 tbsp icing sugar (to dust)
1 tbsp ground cinnamon (to dust)

Ingredients (tomato juice)

10 beef tomatoes (or whatever is the largest variety available)
2 cloves garlic (green germ removed and cloves chopped)
1 shallot (chopped)
¼ red chilli (de-seeded and chopped)
1 tbsp sherry vinegar
1 tbsp fish sauce
Maldon sea salt (to taste)

Ingredients (crab filling)

200g picked white crab meat (from the claws)
2 tbsp tomato juice
2 tbsp crème fraiche
1 tbsp basil leaves (thinly sliced)
2½ tsp freshly squeezed lemon juice
Maldon sea salt (to taste)

Instructions (doughnuts)

(1) Place flour, sugar, salt and yeast in the bowl of a stand mixer fitted with dough hook attachment and mix at slow speed. In separate bowl, combine water, eggs and lemon zest.

(2) Slowly add liquid mixture to flour mixture (with mixer at slow speed) until it forms a dough. Increase the speed and knead for 10-12 minutes, until the dough comes away from sides of bowl and is smooth and elastic.

(3) Reduce speed to slow and add butter, a slice at a time. Once all butter has been incorporated, increase speed, kneading for a further 5-6 minutes (until sough is smooth).

(4) Cover bowl with clingfilm and place it in the fridge for at least 6 hours or overnight, allowing dough to rest and prove slowly. Next day, oil a baking sheet. Roll dough to a 2cm (¾ inch) thickness on a lightly floured work surface and cut out 80 x 30 mm (3 x 1 ¼ inch) circles. Roll each circle into a ball, placing them on oiled baking sheet. Cover and leave to prove for about 2-3 hours.

(5) Fill a deep saucepan or deep-fat fryer with the sunflower oil (it should be about half-full) and place over a medium heat until it reaches 175˚C. (350˚C).  Deep-fry doughnuts, four at a time, for 2-3 minutes, basting them constantly with the oil until golden brown.  To drain, transfer to a plate lined with kitchen paper.

Instructions (tomato juice)

Cut tomatoes in half and squeeze out seeds. Grate the flesh of the tomatoes on the side of a box grater over a bowl. Place grated tomato flesh in the bowl of a food processor with the remaining ingredients and blend until smooth. Transfer the mixture to a muslin cloth and hang cloth over a bowl for 2 hours.

Instructions (crab filling)

Combine all ingredients in a bowl and mix well. Cover and chill until ready to assemble.

Instructions (final assembly)

Cut each doughnut in half and fill it with the chilled crab mixture. Mix the icing sugar in a bowl with the cinnamon and salt, dusting doughnuts with the mix. Serve immediately.  Left-over dough can be cut into 50-60 mm (2-2½ inch) circles and deep-fried until golden brown, then coated in sugar.  They make a quick and indulgent treat.

Parliamentary doughnutting

An improbable Cassandra:  Eric Abetz (b 1958, senator (Liberal Party) for Tasmania) 1994-2022) in the Australian Senate, Monday 26 November 2017, delivering an important speech opposing same-sex marriage, surrounded by his supporters.  This is an example of how "parliamentary doughnutting" would have created a good photo-opportunity.  The tactic is to assemble enough members to create the impression that what is being said (1) matters, (2) is interesting and (3) has some support.

Elite

Elite (pronounced ay-leet (U) or e-leet (non-U))

(1) The choice or best of anything considered collectively, as of a group or class of persons (often used with a plural verb).

(2) Historically, persons of the highest class (used with a plural verb).  Once associated mostly with high birth or social position (the aristocratic or patrician), it’s now a much applied and contested concept.

(3) A group of persons exercising the major share of authority or influence within a larger group.

(4) A typeface, approximately 10-point in printing-type size, widely used in typewriters and having 12 characters to the inch and now included in many digital font sets.

(5) Representing the most choice or select; best; of, relating to, or suitable for an elite; exclusive

1350–1400: From the Middle English (in the sense of "a person elected to office"), from the Middle French e(s)lit (chosen), feminine past participle of e(s)lisre & e(s)lire (to choose), from the Latin ēligere (to elect), the past participle electus; the source of the modern elect, election & related forms.  Variations are created as required such as anti-elite, global-elite, non-elite, power-elite & super-elite.  Words in a similar sense include exclusive, silk-stocking, aristocracy, celebrity, establishment, society, choice, cool, crack, elect, noble, pick, super, top, best, cream & gentility.  The alternative spelling is the French élite and use of the French pronunciation the "U" ay-leet rather than the "non-U" e-leet is one of the "class-identifiers" on which readers of publications like Country Life focus when meeting folk.

Use in English became more frequent after 1823 in the sense of "a choice or select body, the best part".  Earlier, in fourteenth century Middle English it had been borrowed from French with the meaning "chosen person" (and was used much in ecclesiastical documents to describe a bishop-elect) but had died out by the middle of the next century.  Elite was re-introduced to general use when it appeared by in Lord Byron's (1788-1824) epic poem Don Juan (1819-1824); it caught on and was by 1852 an adjective.  The noun elitism (advocacy of or preference for rule or social domination by an elite element in a system or society; attitude or behavior of persons who are or deem themselves among the elite) dates from 1951 and is an early example of the development of the language of critical theory which emerged, encouraged by the vast increase in the social sciences in the expanded universities of the post-war years.

IBM 12 Point Pitch 96 character "Golf Ball" Prestige Elite font for Selectric III Typewriter.

Introduced in 1961, the IBM Selectric (a portmanteau of select(ive) + (elect)ric)) was a landmark of modern industrial design and the last major advance in desktop document production before the word processor.  Built to the high standard for which IBM was once renowned, it allowed users to change font sets within seconds, simply by swapping the "element" which everybody except IBM staff (always in blue suits and white shirts) called "golf balls".  At the time the concept of a swappable character set was actually decades old and systems using flat, rotating "wheels" were the usual alternative approach but the Selectric did it best and in the 1960s there was still a enticing allure to the IBM name.  The most popular of the early fonts were Elite, Gothic & Courier (all available in several variations.  The first Elite typeface was released in 1920 and used by both typewriters and hot metal typesetting.  Prestige Elite (usually referred to as “Prestige” or “Elite”), was a monospaced typeface, created in 1953 for IBM and among the most popular of those available for the Selectric.  Optimized for the particular technology of the typewriter, Prestige Elite was characterized by the large x-height and moderate stroke thickness suitable for ribbon-based impact printing.  Unlike the similar Courier, the Elite sets did not transition to the digital age although TrueType, PostScript and other formats of variations of Elite are commercially available.

The rise in use of the adjective elitist (advocating or preferring rule or social domination by an elite element in a system or society; deeming oneself to be among the elite) is noted from the same era, the original adjectival examples including Sigmund Freud (1856-1939), Friedrich Nietzsche (1844–1900), and Thomas Carlyle (1795–1881).  The nous use quickly followed although some dictionaries insist it’s not attested until 1961.  The concept attracted much attention from sociologists exploring structures of power and the relationships between them, much discussed in Michael Young’s (1915-2002) The Rise of the Meritocracy (1958) although, while intended as a critique of a society increasingly divided between a skilled power-holding elite and a disenfranchised underclass of the less qualified, meritocracy, to the author’s disquiet, meritocracy (and meritocratic) evolved into a word with at least neutral and often positive connotations.

Shoes for elite feet: Lindsay Lohan in Isabel Marant Poppy Elite Suede Pumps in beige, New York City, August 2015.  Jeans for the elite now can affect the look of the tatterdemalion ("distressed" the industry term) which once was a mark of the clothing of the poor but they should include a label confirming their US$800 + cost, a particular art of "implied price-taggery". 

Charles Wright Mills (1916–1962 and usually styled C Wright Mills) was an American sociologist who published the much criticized but also influential The Power Elite (1956) which appears to have introduced the term to political criticism.  Mills took a structuralist approach and explored the clusters of elites and how their relationships and interactions works to enable them to exert (whether overtly or organically) an essentially dictatorial control over US society and its economy.  Mills, while acknowledging some overlap between the groups, identified six clusters of elites: (1) those who ran the large corporations, (2) those who owned the corporations, (3) popular culture celebrities including the news media, (4) the upper-strata of wealth-owning families, (5) the military establishment (centred on the Pentagon’s Joint Chiefs of Staff) and (6), the upper echelons of government (the executives, the legislatures the judges, the senior bureaucracy and the duopoly of the two established political parties.  The overlaps he noted did not in any way diminish the value of his description, instead illustrating its operation.

Although criticized as being more a left-wing polemic than conventional academic research (something from which Mills really didn’t demur), The Power Elite aged well and influenced many, the famous caution President Eisenhower (1890–1969; president of the US 1953-1961) issued in his valedictory address warning of the “military-industrial complex” was quite Millsian and a helpful contribution to the library of structuralism.  Generations of sociologists and others would develop his idea of the new and shifting construct of a ruling class and culture.  In recent years, elite has become a term used (usually between elites) as an accusation; elite populists finding their base responsive to the label being applied to those of whom they're anyway most suspicious: journalists, scientists, academics etc. 

The Lotus Elite

1959 Lotus Elite S1.

The design of the Lotus Elite (Type 14, 1957-1963) was a catalogue of innovation, some of which would have an immediate effect on the industry though some would proved too difficult to implement in mass-production and, except for the most expensive, impossible profitably to pursue on a smaller scale.  Most distinctive was a technique borrowed from aviation, the stressed-skin glass-fibre unibody which obviated entirely the need for a chassis or space-frame, the body an integrated, load-bearing structure.  The only substantial steel components were a sub-frame supporting the engine and front suspension and a hoop to which was attached the windscreen, door hinges and jacking points.  In an indication of how much things have changed, the hoop was the extent of passenger protection.

Club sandwich: The Elite's triple-layer monocoque.

Even had all the components been produced in accordance with the specification, many parts of the structure were so close to the point of failure that some revisions to the design would anyway have been necessary but the early cars were far from perfect.  The contact for the fabrication of the bodies had been won by a boat-builder, then one of the few companies with much experience in molding fibreglass.  However, the Elite was a more complex design than a boat hull and fibreglass was still a novel material, even Chevrolet in the United States, with access to the financial and engineering resources of General Motors, found early in the production of the Corvette there were lessons still to be learned.  After the first 250-odd were built, Lotus became aware there were problems, the need for a fix urgent.  Cleverly, the body consisted of three stressed-fiberglass layers which, when joined in a monocoque, created the bulkheads and eight torsion boxes gave the structure its strength and stiffness although the success was something of a surprise.  The designer, working in the pre-CAD era and with no experience of the behavior of fibreglass, had doubted the material would be strong enough so had the first prototype built with some steel and aluminum plates sandwiched between the layers with mounting brackets bonded in points at the rear to support the suspension and differential mountings.  In subsequent tests, these proved unnecessary but so poorly molded were many of the layers that structural failures became common, the resin porings of inconsistent thickness creating weaknesses at critical points, suspension struts and differentials known to punch themselves loose from mountings or even tear away chunks of the supposedly supporting fibreglass.

1962 Lotus Elite S2.

Needing an operation more acquainted with the tight tolerances demanded in precision engineering, Lotus switched suppliers, the molding contract granted to the Bristol Aeroplane Company. This transformed quality control and the remaining 750-odd Elites carried an S2 designation, the early cars retrospectively (but unofficially) dubbed S1.  Even so, despite the improved, lighter and stiffer shell, it would be another generation before the structural implications of fibreglass would fully be understood and the flaws inherent in the design remained, suspension attachment points sometimes still prone to detachment, Lotus content to the extent it now happened only under extreme loading rather than habitually.

Coventry Climax FWE, 1962 Lotus Elite S2 SE.

Improbably, the power-plant was the 1.2 litre Coventry Climax FWE (Fire-Water-Elite), an all-aluminum inline four cylinder engine which began life as the FWA (feather weight automotive), derived from a water-pumping unit for the UK Government’s fleet of fire-trucks but, small, light and robust, when tuned, it proved ideally suited to motorsport.  The first derivative for competition was the FWB, the unexpected fork prompting Coventry-Climax to rename to versions still used on fire-trucks to FWP (P=Pump).  The FWE was produced especially for the Elite but its qualities attracted a number of specialist race-car builders and in historic racing, the little powerhouse remains competitive to this day.

Nürburgring 1000 km, May 1962 (DNF).

The combination of light-weight, a surprisingly powerful engine and a degree of aerodynamic efficiency which few for decades would match delivered a package with a then unrivalled combination of performance and economy.  On the road, point-to-point, it was able to maintain high average speeds under most conditions and only in then unusual places like the German autobahns with their unlimited speeds could heavier, more powerful machines assert their advantage.

Le Mans 24 Hour, June 1959.  Lotus Elite #41 leads Ferrari 250TR #14. The Ferrari (DNF) retired after overheating, the Elite finishing eighth overall, winning the 1.5 litre GT class.

On the circuits, it enjoyed an illustrious career, notable especially for success in long-distance events at the Nürburgring and Le Mans.  The frugal fuel consumption was an important factor too, as well as claiming five class trophies in the Le Mans 24 hour race, the Elite twice won the mysterious Indice de performance (an index of thermal efficiency), a curious piece of mathematics actually designed to ensure, regardless of other results, a French car would always win something.

Lotus Elite (Leo Geoghegan), Phillip Island, 1960.  That year an Elite would win the Australian GT Championship, contested on the Mount Panorama circuit at Bathurst. 

One problem however was never solved: profitability.  It was something which would plague the UK’s low-volume manufacturers throughout the 1960s, for, whatever the design and engineering prowess available, there was often a lack of financial acumen and accounting skills, many companies never fully evolving from their cottage-industry origins in a back shed, their administrative structures still close to the family business they had once been.  Whether Lotus lost quite as much per Elite as the legend suggests isn’t known but it certainly wasn’t profitable.  Those lessons were learned and the replacement, while less intriguing a design, would be easier to build, more reliable in operation and, compared to the Elite, mass-produced.  The replacement was called the Elan.

1975 Lotus Elite 503 (Type 75).

The Elite name was reprised.  Between 1974-1982, the Elite (Types 75 & 83) was one of a number of the then fashionable wedge-shaped designs which would litter the decade.  Effectively replacing the Elan +2, the new Elite was big and heavy by earlier standards, its performance in some aspects inferior to the Elan but it was a difficult era and many manufacturers with more resources did worse.  Later variations of this were called the Eclat and Excel but, like much of what was done in the 1970s, none are remembered with great fondness.

Lotus Elite Concept, 2010.

More promising was the Elite Concept, shown in 2010.  Hardly original, and actually derivative in just about every way, it nevertheless tantalized all with a specification list including Toyota’s fine 5.0 litre Lexus V8 but any hope of a production version vanished after one of the many corporate restructures undertaken in the wake of the global financial crisis (GFC, 2009-2011).