Lotus Elise SC

PREVIEW

SPECIFICATIONS

1. Fastest and most powerful Elise ever: 218 horsepower, 0-60 in 4.4 seconds. 2. Surprisingly economical: 20 (city) and 26 (highway) MPG. 3. New features include anatomically designed Probax seats, a progressive shift light system, and an intelligent ignition key and security system.

Blipping the throttle on a 3-2 downshift as I chased the six-car train of Lotus Elise SC’s ahead of me, we blasted towards another of the countless switchback turns found in the mountains surrounding Pala, California. Had we been stuck in rush hour traffic in Los Angeles, surrounded by transport trucks and SUVs, I would no doubt have been lamenting the Elise’s cramped interior and lack of a GPS navigation system, but with fresh mountain air and miles of twisting and undulated roads ahead, I was grinning from ear to ear and loving every minute of this 8000 rpm corner carving thrill ride.

INTERIOR

Inside, the Elise SC is very much in keeping with earlier Elises, and that’s to say purposeful but basic. The anatomically shaped Probax seats are remarkably comfortable even after spending an afternoon thrashing about on rollercoaster mountain roads, but the minimal padding and tight confines of the Elise’s cockpit may not suit larger drivers or anyone accustomed to the heavily stuffed and fully adjustable seats. There is a single cup holder below the HVAC controls, but one glance at the otherwise uncluttered interior of the Lotus tells you everything you need to know about it – the Elise SC is about one thing and one thing only: a pure and uncomplicated driving of the most sporting kind.

UNDER THE HOOD

Having driven the normally aspirated Elise, I can tell you that what really separates the new Elise SC from its older brother (introduced to the American market in 2004) is the M45 Eaton supercharger Lotus engineered to fit in the tight confines of the engine bay without need of an intercooler. Boosting output from 189 to 218 horsepower may not sound like a huge change, but on the road it makes for a far more flexible driving experience. The added torque lower in the rev range means that for the tighter turns on these back country highways I have the option of leaving it in 3rd gear and letting the torque pull me out of the corner or downshifting to 2nd gear and using the high rpm horsepower to blast out of the corner with a primal shriek.

Tipping the scales at just 2,006 lbs in an era where the curb weight of most sports cars has skyrocketed well above the 3,000 lbs mark is nothing short of remarkable. Of course the astonishingly low mass of the Lotus Elise SC does come at a price (no, not the $54,990 MSRP, which is a bargain for an exotic mid-engine sports car that’ll sprint from 0-100 mph in just 10.7 seconds while achieving over 20 mpg). Although Alastair Florance, Group PR Manager for Lotus Cars in Norfolk, England, claims he’s able to pack all his camping gear into his Elise and still have room for the wife, this is not a car designed to haul golf clubs, large suitcases, or more than a few days worth of groceries. But of course that’s not the point of a speed machine as focused in design and purpose as the Elise SC. The point of this sublime little two-seater is pure driving joy, achieved by simultaneously cheating gravity and physics thanks to its lightness and its remarkable handling dynamics, a fact driven home colorfully as our train of Elise SC’s tore through another tight bend in a blur of Solar Yellow, Chrome Orange, Laser Blue and Candy Red.

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Lotus 2-Eleven

SPECIFICATIONS

1. The 2-Eleven’s supercharged 1.8L 4-cylinder makes 250-hp at 8000 rpm and 179 ft-lbs of torque at 7000 rpm. 2. Acceleration to 60 mph takes roughly 3.8 seconds. 3. At just 1,643 lbs, the 2-Eleven weighs half that of a BMW 328i.

PREVIEW

The 2-Eleven track car epitomizes the Lotus philosophy of “performance through light weight.” Tipping the scales at just 1,643 lbs (on a full tank), this 250-hp lap day superhero makes even the Elise seem heavy. In fact, the 2-Eleven, thanks to a full composite body and the lack of either a roof or a windshield, weighs 341 lbs less than the Elise.

The acceleration, handling and braking are incredible. It isn’t “like” an open wheel formula car, it is one… just with a few extra body panels. It delivers an almost unimaginably high level of Lotus’ trademark brand of fun.The feeling of being behind the wheel of the 2-Eleven made me forget entirely about the Exige. Although looking back, it also provided a great reference point. When you think about how phenomenal a track car an Exige is, the 2-Eleven simply destroys it. Yup… it’s that good!

EXTERIOR AND INTERIOR

As for the aerodynamics, such as the extended front splitter and massive spoiler, I can say they certainly felt like they were working. While triple-digit speeds are attainable at only one part of this track and it’s likely that the aerodynamics don’t have much effect below 100 mph, I did notice that while rounding the fastest corner (a right-handed downhill sweeper) the car felt extremely stable. By comparison, the Exige twitched slightly as though experiencing a slight lift.

The 2-Eleven doesn’t have any doors, so I hopped over the side of it and dropped myself into the ultra-tight racing seats. As a track machine, it comes from the factory with 4-point racing harnesses, which help keep you in place during the immense lateral g-forces and under braking.

UNDER THE HOOD

The engine is a familiar 1.8-liter, four-cylinder Toyota powerplant mated to a supercharger. The same setup can be found in the Elise GT3 car, as well as the Exige Cup Car. Torque is rated at 179 ft-lbs and thanks to the car’s light weight, you can actually feel it.

The real power, however, doesn’t come on until you wind the thing up.

I immediately noticed how light the steering is. With light-weight forged wheels and very little weight to begin with (including just 38 percent of it over the front wheels), the steering wheel turns more readily than on any other Lotus. I found this amazing as most times you get into a machine with such an open-wheel feel, the steering is heavy. Not so here, meaning that even over prolonged periods, the car doesn’t wear you down.

The minimal weight also makes the tires’ job much easier. In fact, it was almost impossible to make them complain, no matter how tight the corner or how much throttle I applied. Dive into a tight corner too aggressively and the car would just grip, refusing to understeer. Try and get too greedy with the throttle and the tires would hook up and rocket you forward. Truly amazing!

With 62 percent of the weight over the rear wheels you would think the 2-Eleven would be a tail-happy handful once the rear gets rotating, but amazingly, it isn’t. Once you’re strapped in, the balance of weight becomes closer to a 50/50 distribution. Clever thinking on Lotus’ part.

Without a windshield, the feeling of speed in the 2-Eleven is visceral. On long straights you can really understand how hard it is for a car to cut through the air as the wind buffets your head and strains you neck muscles – something motorcycle riders will no-doubt be familiar with.

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Lotus Evora

PREVIEW

FAST FACTS

1. The Evora is the first all-new model from Lotus in 15 years. 2. Powered by a 3.5L V6 it makes 276-hp and 258 ft-lbs of torque, enabling a 0-60 mph time of 4.9 seconds. 3. Tests have shown 60-0 braking in just 100 feet and as much as 1.25 lateral gs. 4. The Evora 2+2 is priced from $73,500 – but goes for slightly less in a 2+0 layout.

Lotus might just be the most undervalued and underappreciated automaker on the planet. Sure hard core track enthusiasts and auto buffs know of cars like the Elise and Exige that deliver almost unimaginably good handling; but without a vehicle that has genuine mainstream appeal, the only time you’re likely to hear mention of the British brand is if you run across a club racer track junkie or are watching a program on the history of motorsports. That is, until now.

The Evora is the new flagship model from Lotus and represents an important step in the history of the brand. In fact, in many ways it reminds us of some earlier Porsche models, offering an exceptionally raw driving experience, in a mostly refined package, but with a few eccentricities.

Weighing just a touch over 3,000 lbs, it needs just 276-hp from a mid-mounted V6 engine in order to hit 60 mph in just 4.9 seconds – making it a perfect rival to Porsche’s Cayman. But in so many other ways, it’s not like a Cayman at all.

Lotus would tell you that it’s because the Evora is technically a 2+2 and the only mid-engined 2+2 in the world. That’s somewhat misleading, however, as the rear seats are about as useful as the ones in a MINI.

The real reasons include the car’s looks, its bespoke characteristics and its less-than-polished engineering traits – some of which are drawbacks, but many of which just add to the car’s unique character.

INTERIOR

During the launch we were surprised to come across more than a few folks who knew this was the “new Lotus.” Still, one woman commented that she liked our Ferrari. The Lotus engineers cringed at the reference, but the designers must be beaming. It’s been a long, long time since anyone confused a Lotus with a Ferrari.

Inside the bespoke nature of the car is immediately obvious, as are the efforts to add luxury and improve overall comfort. Sure its easier (not easy, just easier) to get into than an Elise; the hydraulic power steering makes it livable for daily driving and the seats are a bit wider, softer and more comfortable, but the biggest step forward for Lotus comes with the abundance of leather and aluminum – with the brushed metal on the dash and center console looking more like something you’d find in a Bentley or Aston Martin.

As nice as the individual parts are, the assembly lacks roboticized uniformity. Still, the Evora combines some laser-red screens next to the main gauges to deliver a real exotic car feel, with a Spartan luxury in the Premium Package that combines the excessive simplicity of, say, a BMW, with a minimalist interpretation of British luxury.

Lotus also offers a $2,995 Technology Package with goodies like a 7-inch touch screen with navigation and backup camera, as well as rear parking sensors and an upgraded audio system to further spice things up. The parking aids should be a popular option with rear visibility minimal at best.

UNDER THE HOOD

Your best bet is to also upgrade to the $1,275 Sport Package. While it does include some rather mundane features the real reason is the Sport button on the dash. Push it and the throttle response becomes more immediate, the traction control allows for added slip and the maximum rpm increases from 6800 rpm to 7200 rpm.

Behind the wheel and powering along the twisty Sunrise Highway outside San Diego it’s hard to believe this is essentially the same engine found in the Toyota Camry. Many will immediately discount the Evora for this, but you can’t deny the advantages of having a reliable Toyota engine.

Unchanged internally, the Toyota V6 gets a few extra ponies thanks to a less restrictive exhaust system. It’s not quite as loud as we’d like, but once warmed up it seems to sing a little more. For enthusiasts, Lotus does offer an upgraded exhaust system.

Without the weight of a mid-size sedan to lug around the liberated 3.5-liter mated to the sports ratio transmission surprised us by not only delivering good power at low rpm (even in higher gears), but it also really screams up top with power that just keeps on coming. Sure we’d like an extra 100-hp for the straights, but that’s not really what this car, or any Lotus for that matter, is about.

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Lotus Evora S

PREVIEW

SPECIFICATIONS

1. Thanks to a supercharged version of the Evora's 3.5L V6, the S model makes 345-hp and 295 lb-ft of torque, and increase of 69-hp and 37 lb-ft. 2. With a 0-60 mph time of 4.3 seconds it's a half second faster than a Porsche 911 Carrera. 3. If you're interested in practicality, the Evora does have 6 cu-ft of trunk space and gets 17/26-mpg. 4. At $76,000 it's $12,000 more than a non-supercharged Evora.

The single most important fact about the new Lotus Evora S isn't its supercharged V6 engine or its improved suspension. No, it's the price.

Starting at $76,000 the Evora S may seem like an unreasonable price hike of $12,000 over the standard Evora, but that's only because Lotus has dropped the MSRP of the base car by $8,000 since it first hit our shores.

For comparison's sake, take the cost of the car's most direct competitor, the Porsche 911 Carrera. It starts at $79,000. Both cars make an identical 345-hp, and if stop-light drag racing sits high on your list of qualities a sports car should have then the Evora S edges out the 911 with its lower curb weight, translating to a 4.3 second 0-60 mph time – roughly half a second faster than the 911. The Carrera S will deliver similar straight-line performance, but that model edges north of the 90K mark.

INTERIOR

With all this performance comes a surprising level of comfort. Lotus credits its solid chassis, allowing for softer spring rates than you'd expect in a sports car of this caliber. Also helping are rather comfy, yet nicely bolstered seats.

Still, this isn't a Porsche, and while easily overlooked from the driver's seat, our brief time spent sitting shotgun in a cream colored Recaro fit for a trophy wife revealed even less appreciation for its daily driving characteristics. From a performance perspective, however, the car remains composed even when the road surface begins to degrade.

Lotus says the car is easier to get into and out of than the Elise, but that's like Dick Cheney telling you how much more pleasant waterboarding is than other forms torture. Is it easier? Yes. Is it easy? No!

To give Lotus credit it's a quiet ride when you want it to be and the interior is a bespoke work of art. The solid metal buttons and controls are like jewelry, their old world feel juxtaposed with the laser red displays on the side of the gauges. There's also plenty of room inside once you get there. But don't be fooled about that 2+2 badge, the only children you'll be fitting in the back two seats are ones that haven't been conceived yet.

Still, the gauges themselves look to be lifted directly from the Elise (from 1996), the ergonomics are brutal (the side mirror adjustment in particular) and the view out the rear is so minimal you might as well rip off the rear view mirror to improve the lines of sight out the front.

To help draw in buyers accustomed to higher levels of luxury than a Lotus is known to afford, there is a Premium Package ($2,500) with added leather, heated seats and an armrest. A Tech Package ($2,995) is also available with a 7-inch touch screen with Navigation, as well as iPod and Bluetooth connectivity, an upgraded audio system and rear parking sensors.

                                       

UNDER THE HOOD

While the standard Evora lacks some of the real thrust you'd expect for a car that looks so exotic, the S won't leave you wanting in the acceleration department – even if it looks that way on paper. Strapping a supercharger to the Toyota-sourced V6 engine adds just 69-hp and 37 lb-ft of torque, but that small increase is much more noticeable on a car that weighs just 3,168 lbs. (A 120-lb increase over the Evora). Peak numbers don't tell the whole story either, with the S model making as much torque at just 2000 rpm as the naturally aspirated engine delivers at its peak 4700 rpm, meaning there's plenty of added power to blast you our of the corners and onto the straights.

Also helping is an electronic differential as well as a sports ratio transmission. Optional on the Evora, S models get it standard. The same can be said of a Sport mode button; but more on that soon.

Out on the track at Laguna Seca during our first drive of the Evora S the car continues a Lotus tradition of perfectly matching power with the chassis – thanks to numerous small changes. In particular, revised suspension geometry makes for a 12 percent reduction in front and a 19 percent reduction in rear camber loss during cornering. Pair that with the optional 235/35/19 and 275/30/20 Pirelli P Zero Corsa tires on light weight forged aluminum wheels and there's more grip going into, through and out of the corners.

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