THERE really isn’t an elegant way to exit this vehicle. That’s a big problem, seeing that there are likely to be a lot of people staring at you while you attempt it. Of course, what’s drawn their attention is not your up-coming circus act, but rather the presence of a very striking little sportscar.
The Lotus Elise was introduced to the world in 1995, but South Africans have had to bide their time to catch a glimpse of the car on local roads. Thankfully, the wait ended a few months back, when Pearl Automotive was appointed the local distributor.
Founded by Colin Chapman in 1952, Lotus has always had one important goal in mind, ie to grow its reputation for producing fine performance and sportscars with exceptional handling characteristics. While highly responsive engines have formed a large part of the equation, Lotus has earned much of its credentials through its expertise in mating these engines with the lightest possible chassis, as well as developing suspension technology that is so highly respected that many other leading motor manufacturers call for advice.
From the driver’s seat of our Elise 111R test car, it’s clearly a machine born on the race track. Parts of the “skeleton” of the car lie exposed, in and around the footwells, as the highly rigid chassis is sheathed only in as much skin as is necessary for basic comfort and practicality. The epoxy-bonded aluminium tub chassis was developed by Lotus to provide a lightweight, uncompromising frame on which to base its new-generation sportscars.
The composite bucket seat is low-slung and surprisingly comfortable, cradling the driver as near to the floor as possible. The sill, over which the clambering in and out of the Elise takes place, lies snugly next to the driver’s right elbow, and follows a steady inward curve towards the “box” housing the extruded aluminium pedals. What “real world” refinement there is in this road-ready track car is superbly executed, and there is a quality feel about the cabin. Alcantara lines most of the facia. The neatly positioned climate controls have a solid feel, but the plastic housing for gearlever and handbrake appears a little delicate, and is the only item we could criticise.
Ahead of the small steering wheel are easy-to-read speedometer and rev counter dials, the ometer and rev counter dials, the latter incorporating small digital read-outs for oil temperature, fuel and distance. Cabin storage space consists of a bare aluminium ridge running below the facia and a cargo net positioned behind the seats.
The Elise is a long way from being a kit car on the inside, and even further removed from being a kit car on the outside. Designed and hand-built at the Lotus factory in Hethel, England, the second generation Elise’s shell is an evolution of the original glass-reinforced plastic (GRP) bodywork, with a sharper, and arguably more aggressive, front end. Where the original model featured round headlights, the new car has long, narrow oval units, with two smaller ovals alongside them housing the indicator lights. Two small fog lights are positioned on the apexes of a large centre grille, with two extra deep air intakes on either side. As with the original model, the nose is broken towards the top by two budgie-like breathing holes that form exit-ducts for the front-mounted radiator.
At the rear, another pair of small grilles flank two round Maranello-style rear lights on either side. Noticeable, too, is the huge metal air diffuser protruding from below the rear number plate, ever-so-slightly hiding the twin exhaust pipes that exit at centre stage.
The smooth side profile can be broken by manually removing the canvas targa roof, but this by no means spoils the car’s style. Through the eight-spoke alloy wheels, 16-inch at the front and 17 at the rear, huge 288 mm vented disc brakes are clearly visible.
Larger than on the previous model, the air intake positioned behind the doors house black plastic fins that guide air into the engine bay.
Gratefully breathing in that air is a transversely-mounted Toyota-sourced engine. In the 111R, the “hot” version of the range, this is the same unit that can be found in the current RunX RSi. Of course it’s mid-mounted in the Elise, and enjoys not only the benefits of shifting significantly less weight, but also has a new race-oriented brain thanks to a Lotus-tuned engine management system. The four-cylinder, 1,8-litre, VVTL-i engine was chosen not only for its lightweight make-up, but also for its very capable power and torque characteristics. Generating 141 kW at 7 800 r/min and 181 N.m of torque at 6 800 r/min, and coupled with the matching Toyota C64 sixspeed gearbox, it is a perfect match for the nature of the Elise.
Our test unit, tipping the scales at a mere 925 kilograms (including 30 kg of test equipment), but with the all-in mass boosted to more like 1 100 kg with two testers on board, was able to sprint from rest to 100 km/h in a fraction under six seconds, the magic mark being reached moments before the rev limiter, which intervenes at 8 500 r/ min, asked nicely for third gear. A top speed of 228 km/h is more than should be required by anyone buying this car, but top-end cruising is simply not what the 111R is built for.
With independent suspension front and rear, featuring unequallength wishbones and gas-filled dampers, this is a car yearning to return to its track roots – or at least a clear section of twisty road. While the springing is set up for maximum rigidity, it still takes sharp bumps in its stride without upsetting the balance. Steering is pinpoint, and leaves the driver with the simple task of choosing exactly where in the corner to place the car, while the firm chassis never feels as though it’s taking any strain whatsoever. In the spirit of the sportscar, no traction control is provided, but a clear head and only a vague grasp of the laws of physics should be able to avert any drama. ABS-modulated brakes capable of bringing the Elise to a stop from 100 km/h in just 2,7 seconds help, too. The clutch has a heavier action than expected, but gearshifts are short and precise, with close ratios and a race car-like click assuring you’re safely in gear. Keeping the revs in the fun zone above 6 000 r/min not only allows instant throttle response and exceptional corner exit speeds, but provides a thrilling soundtrack to accompany the experience – made better with the roof stowed away in the small boot provided behind the engine bay.
Test summary
If it’s driving in the “purist form” that you’re after, then Lotus has a vehicle for you. What bells and whistles there are, are well executed and of high quality, and all the performance promises are more than delivered on.
Pricing on the local market places the 111R in some fairly distinguished company, particularly of the Stuttgart variety, but the decision needs to be made whether you are looking for a track day car that is capable enough on open public roads, or whether you want an open road sportscar that you’d only occasionally use on the track.
