A Transition Story: E46M3 & ST205GT4 to WRX Estate & Exige S
Discussion
Warning: This is a *very* long one.
I've been meaning for ages to write up the move from my two old cars to what I have now. So I did. But it turned out really, really long. Only for the terminally bored/sleepless. Will add pictures when I can.
Back in December last year I owned two cars: an E46 M3 and a Toyota Celica GT-FOUR ST205. Both of these were exceptional cars. But they weren’t doing what I needed them to do.
The E46 was... well, the whole car hangs around the incredible engine. It’s a 3.2 litre inline six, naturally aspirated, yet making 343 BHP (I had it dyno’d and it made EXACTLY that, the factory figure – not bad at almost ten years old). At the time of manufacture it was the most powerful naturally aspirated production engine in terms of BHP/litre. The rest of the car was defined by this banshee of a power-plant. The engine note and exhaust tone, via the asymmetric headers, combined when using full throttle beyond about 4000 revs to produce a glorious metal shredding roar. Just lovely.
This was also my first rear wheel drive car, so there was a certain amount of learning on my part with regard to the handling. It was exceptionally tail happy when provoked or in the wet. Part of that was down to the previous owner’s choice of tyres, which were less than ideal both in make and fitment. This was the only real detraction from a car which otherwise lived up to the BMW ultimate driving machine hype. This was also my first introduction to the costs of running a more expensive high performance vehicle. I remember that first service bill a little too well. Ouch. :s
What can I say about the GT-Four? The second of these that I’ve owned and while I may not now go back to them, because they’re becoming rarer with age, I will always have fond recollections. The turbo engine delivery is instantly addictive, and the handling so benign with four wheel drive that it eggs you on to use it all the more. This one was “lightly modified” with manifold, exhaust, dump valve and a few electronic tricks that brought the total power up, and moved the delivery point down the rev range a little. It was seriously quick in a way that would regularly humiliate considerably more expensive, modern cars. The days of rally homologation specials like this are forever gone, but the cars that it produced were very very special.
Unfortunately as a second car to the M3 it saw too little use and started to fail. This lead to a catastrophic MOT failure which kicked off the whole swapping process I’m about to go into. I was VERY sad to see it go. Lots of happy memories, but you can’t keep cars like that alive past their time without monstrous expense. Through the garage that has serviced it for the last five years, I was put in contact with another member of the owners’ club who was seeking a donor car for a renovation project he was working on. In my eyes, this was the best end to it, and the parts went to keep three other GT-Fours on the road and running. *sniff* Still sad though.
Having been pushed into a change, I sat down to look at what I needed. I had grown accustomed to the luxury of having two cars and was in the fortunate position to be able to run and garage them. But I had a pair that were too similar: both coupes, both fast. I needed more variety to ensure that I was getting the most out of both.
This lead to a long hunt process in the classifieds and cogitation of what pairings would achieve this. I arrived at the following combinations that I would like to cover:
• rear wheel drive (for fun and driving purity),
• four wheel drive (for winter),
• open-top two-seater (for summer),
• estate car (for practicality),
• decently fast (for the daily driver),
• ...and properly quick for the other.
Those were the key issues basically, and at this point it became a logical jenga exercise to work the cars to match within available budget. It fell out into a four wheel drive estate car which could be my cheaper, day-to-day runabout and commuter wagon, and something really quick, open top, two-seater rear-wheel drive for driving fun, track days and weekend trips.
The easy part of this process was settling on a 4wd estate car: there are surprisingly few to choose from if you discount all the four-by-fours and soft-roaders. It boiled down to an Audi A4 Avant or a Subaru Imprezza WRX. Of those two, I went for the Japanese, based on my previous experience of Japanese reliability, and the hint of rally left in the Subaru’s DNA. Amongst Scoobies, the choice was the early square headlight (too old really), the hideous bug eye version (has some reliability issues, plus it’s plug ugly), the “Blob eye” (again, not the prettiest, but better mechanically) or the latest “hawk eye” (out of budget for all but stratospheric mileage examples).
Then I discovered the problem. I was trying to buy a four wheel drive estate at the start of winter. So was everyone else apparently. There aren’t a huge number for sale anyway, and I had four decent looking examples pinched out from under me before I could even get to see them! Eventually however, one came up that looked “right”. Coincidentally it was at a garage only a few miles away from my parent’s house... Clearly this was fate.
I called the garage and arranged to see it first thing next day. In fact, I was waiting on the forecourt when the manager arrived, and had already looked the car over. It was a case of a quick test drive (I swung over to my parents and showed them the car as well!) and a deposit was down. He had four other people booked to see it that morning. Early bird gets the worm and all that...
So, I had my estate car. The Subaru is a two litre turbo boxer engine and makes about 240bhp, so it’s no slouch, though the car is heavier being the nice practical five door wagon. It’s a well looked after example, and drives very well. The first thing I did was change the mismatched tyres to a fresh set of Michelins. Not making the same mistake as on the M3 here thanks. There’s some turbo lag, but only enough to be able to have fun with it: “HereitcomeshereitcomesWALLOP...”. The boxer engine produces that lovely classic subaru burble, though the standard exhaust is surprisingly quiet. The gear change is a little bit woolly and crunches into reverse occasionally but is fine if given time to breath. The pedal box is nicely set up for heel and toe, which helps there. Steering is light and reasonably communicative, though I do find the wheel itself about an inch or two too wide. Brakes are good but not brilliant: the weight is an issue again I guess. Dynamically it is set up to understeer, but the limits of grip are huge to the point where you have to really provoke it even in the wet to find them. A bit more body roll than I might like but a nice compliant ride. The novelty of having an estate car able to lug things around is great, though it’s definitely in the “small estate” bracket, with the rear suspension mounts and drive train meaning boot space is not as big as it might otherwise have been.
Visually, the rather marmite (love it or hate it) looks combine with an unidentified non-standard body kit to give a very “busy” impression, particularly the side view. The front profile is nicely imposing, and the lower rear valance helps balance out the estate’s height. I’ve got used to it, and can even convince myself it’s pretty from some angles. The interior is functional, the highlight being the comfortable and supportive front buckets – Recaros I think? It came with a Subaru boot liner and mats. Sir, with these optional extras you are spoiling us. A tape deck?!? *Faints*
In the first six months of ownership, it’s had only one issue with a stuck rollbar bush that was creaking, but other than that problem-free motoring. It has been the daily driver, plus took a trip down to the alps three up including gear. In normal use it’s probably making low twenties in terms of MPG. The MOT is due soon so I look forward to seeing how it does there; I might be tempted to look at some more aggressive brake pads to improve the one weaker area, but other than that intend to keep it standard.
So, that sorted out, it was on to the main event. Selecting a Proper Sports Car(tm). Gulp. Where to start? There are so many options in this particular field and I was looking at some pretty serious metal here.
I flirted briefly with the idea of a 996 Carrera, but I don’t like the looks of the drop top, and the thought of those expensive German service bills scared me too much. MX5? Too slow, too normal. Z4M? Again, just had a German, want something more "different". Plus those service bills still. Boxster? Tempting but... let’s just say they have an entirely undeserved feminine reputation. Caterham? Much more like it, but a little too hard core for weekends away and longer journey’s possibly. TVR? I fear my chest is not hairy enough, nor do I have the necessary cast iron appendages.
But that inward spiral of “almosts” leads to only one place. One obvious place, looking back at the decision now. I was going to be a Lotus driver. I had not yet owned one, but I was one all the same, just waiting to happen.
A chance conversation with a colleague at work who owns a VX220 put the Elise family of cars in centre stage. I’ve never been that enamoured of the looks (or badge) of the VX220 that he was trying to press on me, but the Elise... I remember having an Autocar article on the S1 Elise on my wall at work ten years ago. I distinctly remember the first time I saw one up close: british racing green, on Broad Street, Oxford, outside Trinity College on a summer morning. At the time it stopped me in the street and I remember thinking, “I need one of those.” I’m an engineer. The simplicity, the “form follows function” philosophy, the “add lightness” mantra? They all chime with me.
But suddenly: twist ending - how did I end up in an Exige? Well, as with all of these things we are at the mercy of fate, the gods, and the availability of hardcore coupe’s with soft-top conversions fitted.
I went along to the Lotus dealership, with the intent of looking at Elises. I was thinking initially an S2 with the Toyota engine. This is a lovely VVTLI four-pot with a high rev limit and a great top end, which matches the agile character of the Elise beautifully. However, as identified before my test drive, I was coming to this car straight from a 350BHP firebreather. There was a possibility that I would find it a little... lacking.
And basically this was true. The Elise is a perfectly set-up car, impeccably balanced and precise to a degree that the big heavy M3 could never match, but it wasn’t quite what I was looking for in terms of pure accelerative ability. Also, the engine, while great, has to be squeezed hard to get the benefit of that VVTLI at the top of the rev range. You get to that last 1000 revs and it’s all there but the moment is brief before you have to dive for a gear and go at it again.
Of course, this realisation is a path well travelled, and Lotus has a solution ready for you. The Exige. The Elise’s harder, faster, stronger brother. More specifically, the Exige S, supercharging the same Toyota engine to deliver 225 BHP, matched with track spec tyres, improved aerodynamics and track refinements to deliver an overall package that... Oh wait, no, it’s a coupe. But I wanted a soft top so I could... Sorry? The roofs are interchangeable? And that one over there has the soft-top conversion kit already fitted? Oh. I see.
At this point you can mentally insert the pealing of bells, angelic choirs, and golden rays shining down while trumpets chorus, and a loud “click” is heard as a driver meets their car.
The test-drive in the Exige blew me away. Here was the poised delivery of the Elise backed up by SERIOUS power and speed. The combination of low mass and incredible traction from those track tyres give it the ability to apparently defy physics and go, corner and stop faster than anything I’ve ever felt.
The supercharger is sat on top of the mid-mount engine, directly behind you, and it doesn’t roar like the M3... it SCREAMS. The power delivery comes in low down, builds and builds until the VVTLI arrives too and throws the whole thing at the redline like a charging bull. Even in higher gears, there is solid thrust pushing you in the back.
So, I was decided and the deal was done. I suddenly owned this exotic, stunning, blisteringly quick piece of engineering excellence. I went through a phase, common amongst new owners I’m sure, of opening the garage just to look at it. And even though it was December I was out driving it whenever the weather allowed. It makes you grin. And laugh out loud. You feel silly doing it, but it’s irresistible.
I suppose I have to be objective and assess things at a slightly less emotive level. Ok, well I’ll try. The engine I’ve already described. It’s glorious, the only possible complaint being that it sounds a little pedestrian at tick-over, unavoidable with a four pot really. The six speed gear change is a little notchy, but is direct and short throw. The pedal box is small for someone with feet as big as mine, and needs careful shoe selection to avoid pedal clipping problems. I’m not very good at heel-toe in it, but the engine and flywheel are light enough that it’s rarely needed. Brakes are amazing, with a good linear progression and staggering terminal performance. I have needed the ABS only once, and that was when getting a braking zone very wrong at Silverstone from 135mph. The car also has an exceptionally subtle traction control system whose intrusion you rarely need and even less often notice.
Great as that supercharged engine and drive train are though, I think they play second fiddle in this car to the ride, dynamics and handling. The unassisted steering, with its tiny steering wheel (maybe that’s why I think the Scooby wheel is too big?), is very heavy at parking speed but in motion becomes your telepathic sensor to the road. Combined with the stiffness of the chassis – yes, the ride is uncompromisingly hard, but that is as it should be for a car like this - you have a symphony of feedback coming at you all the time. It inspires confidence in the same way the GT-Four always did. Here is a car whose capabilities far exceed mine, and usually far exceed what can be legally or safely achieved on public roads.
The interior is never going to be huge, but once the process of getting in (one foot over, point butt at seat, drop and fold) has been mastered it’s surprisingly comfortable, even over longer distances. The seats are thin, but somehow exceedingly cleverly shaped to fit you. It is also never going to be the quietest place, both in terms of engine and road noise, and the squeaks and creaks which form an integral part of the hand-built, mainly plastic soundtrack. I’ve been told that the answer to annoying squeaks is to get a louder exhaust.
To that end I have actually already started fiddling with things. The car came with the Lotus Sport stage 1 exhaust, and I’ve added to that the Toyota Racing Development air intake, which has resulted in the addition of a lovely little induction bark on hard acceleration. Next on the list are some auxiliary gauges for oil pressure and temperature. I find it weird that they’re missing as standard, but the extensive network of lotus track day equipment suppliers have these thigs well covered.
The visuals are functionally led on the outside, with the aggressive front splitter and rear wing there to combine with the almost completely flat floor-plan to deliver down-force, and in passing an aggressive silhouette distinct from its softer Elise siblings. Some people say that it looks funny with the roof off or the soft-top on, but I think it works. Your mileage may vary.
What else can I tell you? It makes decent mpg if you’re just cruising (it’s only a 1.8 litre remember) but it’s rare to be able to resist the lure of that engine sat on your shoulder whispering to your right foot. I’ve had one issue with a squeaking dried out suspension joint, which was swiftly rectified. So far no occurrence of LOTUS = Lots Of Trouble, Usually Serious.
It doesn’t do as many miles as I’d like but with the summer here there are more excuses being found to go drive just for the sake of it. I’ve also so far managed only one track day at Silverstone, with the intention to do more in the coming months. In fact, if you’ll excuse me, the sun is shining and I need to.. umm, be somewhere else right now.
I've been meaning for ages to write up the move from my two old cars to what I have now. So I did. But it turned out really, really long. Only for the terminally bored/sleepless. Will add pictures when I can.
Back in December last year I owned two cars: an E46 M3 and a Toyota Celica GT-FOUR ST205. Both of these were exceptional cars. But they weren’t doing what I needed them to do.
The E46 was... well, the whole car hangs around the incredible engine. It’s a 3.2 litre inline six, naturally aspirated, yet making 343 BHP (I had it dyno’d and it made EXACTLY that, the factory figure – not bad at almost ten years old). At the time of manufacture it was the most powerful naturally aspirated production engine in terms of BHP/litre. The rest of the car was defined by this banshee of a power-plant. The engine note and exhaust tone, via the asymmetric headers, combined when using full throttle beyond about 4000 revs to produce a glorious metal shredding roar. Just lovely.
This was also my first rear wheel drive car, so there was a certain amount of learning on my part with regard to the handling. It was exceptionally tail happy when provoked or in the wet. Part of that was down to the previous owner’s choice of tyres, which were less than ideal both in make and fitment. This was the only real detraction from a car which otherwise lived up to the BMW ultimate driving machine hype. This was also my first introduction to the costs of running a more expensive high performance vehicle. I remember that first service bill a little too well. Ouch. :s
What can I say about the GT-Four? The second of these that I’ve owned and while I may not now go back to them, because they’re becoming rarer with age, I will always have fond recollections. The turbo engine delivery is instantly addictive, and the handling so benign with four wheel drive that it eggs you on to use it all the more. This one was “lightly modified” with manifold, exhaust, dump valve and a few electronic tricks that brought the total power up, and moved the delivery point down the rev range a little. It was seriously quick in a way that would regularly humiliate considerably more expensive, modern cars. The days of rally homologation specials like this are forever gone, but the cars that it produced were very very special.
Unfortunately as a second car to the M3 it saw too little use and started to fail. This lead to a catastrophic MOT failure which kicked off the whole swapping process I’m about to go into. I was VERY sad to see it go. Lots of happy memories, but you can’t keep cars like that alive past their time without monstrous expense. Through the garage that has serviced it for the last five years, I was put in contact with another member of the owners’ club who was seeking a donor car for a renovation project he was working on. In my eyes, this was the best end to it, and the parts went to keep three other GT-Fours on the road and running. *sniff* Still sad though.
Having been pushed into a change, I sat down to look at what I needed. I had grown accustomed to the luxury of having two cars and was in the fortunate position to be able to run and garage them. But I had a pair that were too similar: both coupes, both fast. I needed more variety to ensure that I was getting the most out of both.
This lead to a long hunt process in the classifieds and cogitation of what pairings would achieve this. I arrived at the following combinations that I would like to cover:
• rear wheel drive (for fun and driving purity),
• four wheel drive (for winter),
• open-top two-seater (for summer),
• estate car (for practicality),
• decently fast (for the daily driver),
• ...and properly quick for the other.
Those were the key issues basically, and at this point it became a logical jenga exercise to work the cars to match within available budget. It fell out into a four wheel drive estate car which could be my cheaper, day-to-day runabout and commuter wagon, and something really quick, open top, two-seater rear-wheel drive for driving fun, track days and weekend trips.
The easy part of this process was settling on a 4wd estate car: there are surprisingly few to choose from if you discount all the four-by-fours and soft-roaders. It boiled down to an Audi A4 Avant or a Subaru Imprezza WRX. Of those two, I went for the Japanese, based on my previous experience of Japanese reliability, and the hint of rally left in the Subaru’s DNA. Amongst Scoobies, the choice was the early square headlight (too old really), the hideous bug eye version (has some reliability issues, plus it’s plug ugly), the “Blob eye” (again, not the prettiest, but better mechanically) or the latest “hawk eye” (out of budget for all but stratospheric mileage examples).
Then I discovered the problem. I was trying to buy a four wheel drive estate at the start of winter. So was everyone else apparently. There aren’t a huge number for sale anyway, and I had four decent looking examples pinched out from under me before I could even get to see them! Eventually however, one came up that looked “right”. Coincidentally it was at a garage only a few miles away from my parent’s house... Clearly this was fate.
I called the garage and arranged to see it first thing next day. In fact, I was waiting on the forecourt when the manager arrived, and had already looked the car over. It was a case of a quick test drive (I swung over to my parents and showed them the car as well!) and a deposit was down. He had four other people booked to see it that morning. Early bird gets the worm and all that...
So, I had my estate car. The Subaru is a two litre turbo boxer engine and makes about 240bhp, so it’s no slouch, though the car is heavier being the nice practical five door wagon. It’s a well looked after example, and drives very well. The first thing I did was change the mismatched tyres to a fresh set of Michelins. Not making the same mistake as on the M3 here thanks. There’s some turbo lag, but only enough to be able to have fun with it: “HereitcomeshereitcomesWALLOP...”. The boxer engine produces that lovely classic subaru burble, though the standard exhaust is surprisingly quiet. The gear change is a little bit woolly and crunches into reverse occasionally but is fine if given time to breath. The pedal box is nicely set up for heel and toe, which helps there. Steering is light and reasonably communicative, though I do find the wheel itself about an inch or two too wide. Brakes are good but not brilliant: the weight is an issue again I guess. Dynamically it is set up to understeer, but the limits of grip are huge to the point where you have to really provoke it even in the wet to find them. A bit more body roll than I might like but a nice compliant ride. The novelty of having an estate car able to lug things around is great, though it’s definitely in the “small estate” bracket, with the rear suspension mounts and drive train meaning boot space is not as big as it might otherwise have been.
Visually, the rather marmite (love it or hate it) looks combine with an unidentified non-standard body kit to give a very “busy” impression, particularly the side view. The front profile is nicely imposing, and the lower rear valance helps balance out the estate’s height. I’ve got used to it, and can even convince myself it’s pretty from some angles. The interior is functional, the highlight being the comfortable and supportive front buckets – Recaros I think? It came with a Subaru boot liner and mats. Sir, with these optional extras you are spoiling us. A tape deck?!? *Faints*
In the first six months of ownership, it’s had only one issue with a stuck rollbar bush that was creaking, but other than that problem-free motoring. It has been the daily driver, plus took a trip down to the alps three up including gear. In normal use it’s probably making low twenties in terms of MPG. The MOT is due soon so I look forward to seeing how it does there; I might be tempted to look at some more aggressive brake pads to improve the one weaker area, but other than that intend to keep it standard.
So, that sorted out, it was on to the main event. Selecting a Proper Sports Car(tm). Gulp. Where to start? There are so many options in this particular field and I was looking at some pretty serious metal here.
I flirted briefly with the idea of a 996 Carrera, but I don’t like the looks of the drop top, and the thought of those expensive German service bills scared me too much. MX5? Too slow, too normal. Z4M? Again, just had a German, want something more "different". Plus those service bills still. Boxster? Tempting but... let’s just say they have an entirely undeserved feminine reputation. Caterham? Much more like it, but a little too hard core for weekends away and longer journey’s possibly. TVR? I fear my chest is not hairy enough, nor do I have the necessary cast iron appendages.
But that inward spiral of “almosts” leads to only one place. One obvious place, looking back at the decision now. I was going to be a Lotus driver. I had not yet owned one, but I was one all the same, just waiting to happen.
A chance conversation with a colleague at work who owns a VX220 put the Elise family of cars in centre stage. I’ve never been that enamoured of the looks (or badge) of the VX220 that he was trying to press on me, but the Elise... I remember having an Autocar article on the S1 Elise on my wall at work ten years ago. I distinctly remember the first time I saw one up close: british racing green, on Broad Street, Oxford, outside Trinity College on a summer morning. At the time it stopped me in the street and I remember thinking, “I need one of those.” I’m an engineer. The simplicity, the “form follows function” philosophy, the “add lightness” mantra? They all chime with me.
But suddenly: twist ending - how did I end up in an Exige? Well, as with all of these things we are at the mercy of fate, the gods, and the availability of hardcore coupe’s with soft-top conversions fitted.
I went along to the Lotus dealership, with the intent of looking at Elises. I was thinking initially an S2 with the Toyota engine. This is a lovely VVTLI four-pot with a high rev limit and a great top end, which matches the agile character of the Elise beautifully. However, as identified before my test drive, I was coming to this car straight from a 350BHP firebreather. There was a possibility that I would find it a little... lacking.
And basically this was true. The Elise is a perfectly set-up car, impeccably balanced and precise to a degree that the big heavy M3 could never match, but it wasn’t quite what I was looking for in terms of pure accelerative ability. Also, the engine, while great, has to be squeezed hard to get the benefit of that VVTLI at the top of the rev range. You get to that last 1000 revs and it’s all there but the moment is brief before you have to dive for a gear and go at it again.
Of course, this realisation is a path well travelled, and Lotus has a solution ready for you. The Exige. The Elise’s harder, faster, stronger brother. More specifically, the Exige S, supercharging the same Toyota engine to deliver 225 BHP, matched with track spec tyres, improved aerodynamics and track refinements to deliver an overall package that... Oh wait, no, it’s a coupe.
But I wanted a soft top so I could... Sorry? The roofs are interchangeable? And that one over there has the soft-top conversion kit already fitted? Oh. I see.At this point you can mentally insert the pealing of bells, angelic choirs, and golden rays shining down while trumpets chorus, and a loud “click” is heard as a driver meets their car.
The test-drive in the Exige blew me away. Here was the poised delivery of the Elise backed up by SERIOUS power and speed. The combination of low mass and incredible traction from those track tyres give it the ability to apparently defy physics and go, corner and stop faster than anything I’ve ever felt.
The supercharger is sat on top of the mid-mount engine, directly behind you, and it doesn’t roar like the M3... it SCREAMS. The power delivery comes in low down, builds and builds until the VVTLI arrives too and throws the whole thing at the redline like a charging bull. Even in higher gears, there is solid thrust pushing you in the back.
So, I was decided and the deal was done. I suddenly owned this exotic, stunning, blisteringly quick piece of engineering excellence. I went through a phase, common amongst new owners I’m sure, of opening the garage just to look at it. And even though it was December I was out driving it whenever the weather allowed. It makes you grin. And laugh out loud. You feel silly doing it, but it’s irresistible.
I suppose I have to be objective and assess things at a slightly less emotive level. Ok, well I’ll try. The engine I’ve already described. It’s glorious, the only possible complaint being that it sounds a little pedestrian at tick-over, unavoidable with a four pot really. The six speed gear change is a little notchy, but is direct and short throw. The pedal box is small for someone with feet as big as mine, and needs careful shoe selection to avoid pedal clipping problems. I’m not very good at heel-toe in it, but the engine and flywheel are light enough that it’s rarely needed. Brakes are amazing, with a good linear progression and staggering terminal performance. I have needed the ABS only once, and that was when getting a braking zone very wrong at Silverstone from 135mph. The car also has an exceptionally subtle traction control system whose intrusion you rarely need and even less often notice.
Great as that supercharged engine and drive train are though, I think they play second fiddle in this car to the ride, dynamics and handling. The unassisted steering, with its tiny steering wheel (maybe that’s why I think the Scooby wheel is too big?), is very heavy at parking speed but in motion becomes your telepathic sensor to the road. Combined with the stiffness of the chassis – yes, the ride is uncompromisingly hard, but that is as it should be for a car like this - you have a symphony of feedback coming at you all the time. It inspires confidence in the same way the GT-Four always did. Here is a car whose capabilities far exceed mine, and usually far exceed what can be legally or safely achieved on public roads.
The interior is never going to be huge, but once the process of getting in (one foot over, point butt at seat, drop and fold) has been mastered it’s surprisingly comfortable, even over longer distances. The seats are thin, but somehow exceedingly cleverly shaped to fit you. It is also never going to be the quietest place, both in terms of engine and road noise, and the squeaks and creaks which form an integral part of the hand-built, mainly plastic soundtrack. I’ve been told that the answer to annoying squeaks is to get a louder exhaust.
To that end I have actually already started fiddling with things. The car came with the Lotus Sport stage 1 exhaust, and I’ve added to that the Toyota Racing Development air intake, which has resulted in the addition of a lovely little induction bark on hard acceleration. Next on the list are some auxiliary gauges for oil pressure and temperature. I find it weird that they’re missing as standard, but the extensive network of lotus track day equipment suppliers have these thigs well covered.
The visuals are functionally led on the outside, with the aggressive front splitter and rear wing there to combine with the almost completely flat floor-plan to deliver down-force, and in passing an aggressive silhouette distinct from its softer Elise siblings. Some people say that it looks funny with the roof off or the soft-top on, but I think it works. Your mileage may vary.
What else can I tell you? It makes decent mpg if you’re just cruising (it’s only a 1.8 litre remember) but it’s rare to be able to resist the lure of that engine sat on your shoulder whispering to your right foot. I’ve had one issue with a squeaking dried out suspension joint, which was swiftly rectified. So far no occurrence of LOTUS = Lots Of Trouble, Usually Serious.
It doesn’t do as many miles as I’d like but with the summer here there are more excuses being found to go drive just for the sake of it. I’ve also so far managed only one track day at Silverstone, with the intention to do more in the coming months. In fact, if you’ll excuse me, the sun is shining and I need to.. umm, be somewhere else right now.
Edited by Ryvita on Tuesday 4th June 19:59
Good write up.
I ended up with pretty much the same combination a few years ago, although I had a classic Impreza wagon and a Motorsport Elise - the perfect combination though - swift 4WD practical estate for the daily grind and nimble sports car for weekends and trackdays.
One point though, the S2000 had a higher bhp/litre figure than the M3 at 120bhp/litre.
I ended up with pretty much the same combination a few years ago, although I had a classic Impreza wagon and a Motorsport Elise - the perfect combination though - swift 4WD practical estate for the daily grind and nimble sports car for weekends and trackdays.
One point though, the S2000 had a higher bhp/litre figure than the M3 at 120bhp/litre.
Hello and congrats from another Starlight Black Exige S owner. Had mine for nearly 3 years now. Love it to bits.
IMG_3783 by Arunweb100, on Flickr
IMG_3783 by Arunweb100, on Flickr
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