Lotus Positioning
The Age
Saturday May 22, 2004
Sporty Elise has crammed more in the package for a superior ride, writes Cameron McGavin.
Less is more. It's a philosophy that has defined the British sports-car manufacturer Lotus since its beginnings and still shines bright today in its mainstay, the Elise. Small, light and built with few concessions to modern-day notions of comfort or practicality, it's more like a single-seat racer than a typical road car.
To some, this single-minded intent is appealing, even intoxicating. Others reckon the spritely performance and magic handling afforded by the Elise's intensely focused design aren't enough to make up for its shortcomings, namely ridiculously difficult entry and exit, dubious accommodation, rock-hard ride and high noise levels.
Now there's another Elise to add to the list in Australia, the new 111R. It's still the size of a sardine tin inside - and about as hard to get in and out of - but it is easily the best Elise ever and could just be enough to pull in the odd fence-sitter.
The 111R arrives as part of a general reshuffling of the range. There are now four models: the base Elise ($69,990), the Elise S ($79,990), the more powerful 111S ($89,990), and then the 111R ($99,990), which replaces the 111S at the top of the tree.
The 111R is a big step, despite the unchanged appearance. It flaunts a more powerful engine and new six-speed gearbox, both sourced from Toyota (other Elises retain Rover's K-Series donk in various states of tune), as well as a new exhaust system and power-assisted anti-lock brakes. Lotus has also added plenty of standard goodies, including leather trim, driving lights, power windows, full carpet and more.
This could be something of a sticking point with the hardcore crowd. Originally the 111R was listed at $94,990, with the above extras available as an optional $5000 package. Lotus Oz, though, has since decided a single well-equipped model is the way to go. Purists will wince, because the compulsory gear adds cost and weight.
The new engine, however, goes a long way towards quashing such misgivings. Lifted from the Celica and Corolla Sportivo, Toyota's 1.8-litre four-cylinder pumps out 141 kW of power at a rousing 7800 rpm (a rise of 22 per cent over the 111S) thanks to variable valve timing and other high-tech tricks.
Even if the new engine wasn't more powerful, it would impress, because it has transformed the Elise's demeanour. It's obvious when you fire it up.
The old Rover four's clattery idle is gone, replaced by a smoother, more refined yet pleasingly boisterous note. Throttle feel and response is better too, and the engine's relaxed, tractable nature at low revs makes the 111R surprisingly easy to pedal around town. It's very thrifty too.
Put the foot down, though, and it gets up and boogies. There's a pronounced kick at 6200 rpm, and the screaming 8500 rpm redline follows quickly after that. Keep the 111R on the boil and it's devastatingly potent (and very vocal), but you've got to work for it.
Thankfully, the new six-speed box is up for the job and it's a massive improvement over the stiff, unyielding shift of old. Quick and precise, if slightly long-throwed, it's stacked with the ratios to make the most of the peaky power delivery.
As for the handling, it's as good as ever. The unassisted steering is heavy at parking pace and through roundabouts, but lightens with speed and is terrifically communicative and precise. The 111R can push the front wide in really slow stuff and moves around a bit on really lumpy tarmac. But it still makes you grin like a lunatic whenever you get it right. The brakes, too, are strong, and have better feel than before. One of the real masterstrokes of this update, however, is the ride. The 111R, while still anything but a magic carpet, actually shows some finesse in its bump absorption, and feels much more together and comfortable than the old car.
The 111R is still seriously compromised as an everyday driver - and is hard to justify against something like Porsche's Boxster - but as a hard-driving occasional indulgence it mounts a persuasive case. At least for those who can afford a weekend toy.
RATINGS
***** Dream wheels
**** Better than average
*** On the ball
** Just transport
* Very ordinary
NUTS'N'BOLTS
LOTUS ELISE 111R
HOW MUCH?
$99,990
(manual only), plus on-road costs.
INSURANCE
Premium on request through Shannon's.
WARRANTY
Two years/32,000 km.
ENGINE
1.8-litre, double overhead cam, 16-valve four-cylinder. 141 kW at 7800 rpm and 181 Nm at 6800 rpm.
TRANSMISSION
Six-speed manual, rear-wheel drive.
STEERING
Rack and pinion, 2.6 turns lock to lock. Turning circle 10.0 m.
BRAKES
Ventilated discs (f); ventilated discs (r). ABS.
SUSPENSION
Independent by double wishbone, coil springs and stabiliser bar.
WHEELS/TYRES
Alloy, 17 x 5.5-inch (f) and 16 x 7.5-inch (r). Tyres 175/55 (f) and 225/45 (r).
HOW BIG?
Length 3785 mm,width 1672 mm,height 1143 mm, wheelbase 2301 mm.
HOW HEAVY?
906 kg.
HOW THIRSTY?
9.2 L/100 km, premium unleaded recommended.Fuel tank 32 litres.
EQUIPMENT
Airbags - no;air-conditioning - yes; power windows - yes; central locking - yes; leather trim - yes;cruise control - no;trip computer - no; sound system - radio, CD player; cupholders - yes, one; security - yes, immobiliser and alarm.
FOR
Stonking performance, razor-sharp handling, slick gearshift, ride quality better than before, supercar looks, small-car economy.
AGAINST
Difficult entry and exit, dubious comfort, engine noisy when pushed, lots of wind and road noise at highway speeds.
SCORE
***
COMPETITORS
BMW Z4 3.0i ***?
Honda S2000 ***?
Porsche Boxster 2.7 ****
© 2004 The Age