Driven: Lotus Elise S


Frankly it’s a bloody relief to stop talking Lotus politics and concentrate on Lotus cars. And amidst all the recent excitements one that was in danger of getting lost among the shouting was the return of the supercharged Elise, now badged S and giving the Elise range teeth it’s lacked since the Euro 5 inspired cull of the old 1.8-litre 2ZZ-GE Toyota engine.

Looks familiar ... because it is, mainly
Looks familiar ... because it is, mainly
The remaining 136hp – 142hp with the dealer fit ‘track only’ pack on the Club Racer – 1.6-litre has been the lone voice in the Elise range since the 1.8 was killed off, this new S nothing new in concept beyond an Elise with a bit more power. Nothing wrong with that.

Does your Prius do this?
It gets 220hp like before from a Magnuson supercharger and 1.8-litre Toyota engine combo. This is a new engine though, Euro 5 compliant and shared with … the Toyota Prius. Which is an amusing aside, though to be absolutely clear they are related rather than identical, both from the 2ZR family and both with the same swept capacity and bore/stroke but the Prius version getting its own Atkinson cycle head for furthering its eco pretensions.

Less revvy than an SC but just as quick
Less revvy than an SC but just as quick
Suffice to say, it’s more interesting when paired with a supercharger, the big difference with this engine being that it’s a lot more undersquare than the previous one and much more torquey as a result – 184lb ft over the SC’s 156lb ft. OK, it doesn’t rev quite as manically – peak power is at 6,800rpm rather than 8,000rpm – and it’s not quite as charismatic but flexibility is the reward.

Back to basics
What a delight to be back in an Elise though. There’s an argument to be had that the market has moved on from stripped out, back to basics cars like this but, sod the market, it’s as refreshing as it’s always been and the bare aluminium and clear, minimalist interior is as appealing (and cramped) as it ever was.

Proper Lotus minimalism lives on in the Elise
Proper Lotus minimalism lives on in the Elise
Likewise the tiny, wriggling wheel that you cup in your palms and feeds back every detail in all its unassisted glory.

The slightly thrummy engine note, linear power delivery and lack of drama as the revs build mean it’s easy to run into the redline if you’re not careful and especially if you go chasing the excitement that lurked beyond 8,000rpm on the old SC. And if you’re accustomed to that old engine you’ll find it takes a little time to adapt to the more urgent appearance of the one, two, three red shiftlights on the rev counter.

Make no mistake though, this is a seriously rapid little car that’ll hit 0-100mph 7.2 seconds faster than the 1.6 and comfortably match the previous SC’s 4.6-second 0-62mph time. It does this with official figures that boast of 175g/km and 37.5mpg too. Not quite as eco friendly as the Prius from which it’s nicked the engine but, for this kind of performance, as impressive as you could wish for.

Steering feel and feedback like nothing else
Steering feel and feedback like nothing else
Your flexible friend
The test car not being road registered our drive was restricted to the Hethel test track, Lotus’s Matt Becker quick to assert that the extra flexibility of the new engine makes it a much easier car to drive on the road than the old SC. More power means a bit more rubber on the road – tyre widths are up half an inch front and back and as much as 73kg more than the ultra purist Club Racer with the optional stripped back spec – but frankly unless you’re a desperate weight watcher it’s so much lighter and more nimble than anything else out there as not to make a difference.

Even in sodden conditions (see the video lap here) it’s the way the Elise so faithfully responds to inputs without any slack or corruption that just seems so refreshing compared with any other relatively mainstream product. That long complex around Hethel’s old control tower – now the clubhouse – is held in pretty much one continuous lock, holding it requiring some decent use of forearm muscle but easy, unthreatening corrections available with tiny throttle applications and/or steering inputs. Flick it out of that long, loaded up left and into the right that follows and the minimal weight shift is well contained, even on wet tarmac, the snappier extremes of the Elise handling envelope long since smoothed over and, ultimately, tempered with switchable stability control.  

More rubber than standard Elise
More rubber than standard Elise
Look, it’s an Elise with an engine update. You know what you’re getting. How many people are still buying such things at the £36,200 asking price is probably the bigger question but, at face value, it’s still as delightful and pure as it ever was. And, once again, properly quick with it. If you’ve got posters of Colin Chapman and Jim Clark on your wall the Club Racer remains the purist choice, for the rest of us the S probably the most rounded, most exciting and useable Elise yet.

 



LOTUS ELISE S
Engine:
1,798cc 4-cyl, supercharged
Transmission: 6-speed manual, rear-wheel drive
Power (hp):220@6,800rpm
Torque (lb ft):184@4,600rpm
0-62mph:  4.6 sec
Top speed: 145mph
Weight: 924kg
MPG: 37.5mpg (NEDC combined)
CO2: 175g/km
Price: £36,200 (list)


A lap of Hethel in the new Elise S

 





   

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Comments (112) Join the discussion on the forum

  • otolith 02 May 2012

    NGK210 said:
    Well, there's a myth shattered - so much for bombproof Japanese engines.
    No such thing, IMO, Japanese or otherwise.

  • NGK210 02 May 2012

    otolith said:
    Well, let me see ... it hasn't needed ...a new fuel injector like the Civic Type-R or shat its engine innards out on the M6 like the impreza did...
    Well, there's a myth shattered - so much for bombproof Japanese engines.

  • Si_man306 02 May 2012

    Captain Muppet said:
    Yes, maybe they should think about a range of entirely new cars, and maybe announce them two years ago.
    Totally agree, unfortunately, due to the issues that Lotus are having at the moment, it seems almost certain that none of their 'new range' cars which were announced then are going to get built. If the company does go under, that will have been a huge part of the mistakes made.

    The elise was one of the best automotive ideas ever IMHO, i'm just saying that they need to somehow revive the magic they had there. Even the suggested new models were way out of the price brackets of anyone who had bought an elise.

  • juansolo 02 May 2012

    NGK210 said:
    otolith said:
    To be fair, I don't think my Elise has suffered any more niggles than anything else I've owned.
    Good grief, that's one helluva statement - what else have you owned that, in reliability terms, were/are comparable to an Elise??!!

    The mind boggles: an 80s Alfa, a TVR, a 90s Range Rover, current Aston...? hehe
    I've only owned one car worse for reliability. It was a Westfield Cosworth. Engine was a completely bespoke N/A YB. Most of the problems with that can be put down to the builder (certainly the engine letting go). When I had it rebuilt it was essentially as a race car (hard mounted engine) where it set about rattling itself to bits amongst other things. When it ran it was glorious and mentally quick... It's replacement (Zetec) was conversely one of the most solid, brilliant, cheapest to run and reliable cars I've ever owned.

    I'd like another Elise as there's nothing like them. The problem is that I want one that's like the later Westy, not the earlier one. They exist, it's just a bit of a lottery.

  • otolith 02 May 2012

    NGK210 said:
    Good grief, that's one helluva statement - what else have you owned that, in reliability terms, were/are comparable to an Elise??!!

    The mind boggles: an 80s Alfa, a TVR, a 90s Range Rover, current Aston...? hehe
    Well, let me see - it has a bit of paint blistering on the door, but that's not as bad as the rusty sills the MX-5 had. The central locking ECU failure was pretty similar to the electric window ECU failure we currently have on the 350Z. The indicator unit coming loose isn't something I've had similar on anything else, but then it hasn't needed a new wheel bearing like the Z or the Impreza, or a new fuel injector like the Civic Type-R or shat its engine innards out on the M6 like the impreza did... It's had a few niggles, but it has basically been reliable - if you read the long term tests of new cars in magazines, it's been no trouble at all compared to some.

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