Zenos E10 R: full review
No more pootling round slithery B-roads - flat out and maximum attack in the fastest Zenos yet
It's great that Zenos has pinned the character of the hotter E10s on this turbocharged power delivery too. Every exciting car needs its own distinctive noise signature, be that the demented shriek of supercharged Atoms, the throttle-bodied high-rev howl of bike-engined Radicals or pop and crackle of normally-aspirated Caterhams.
And the noise the Zenos makes is very informative about how it drives. Yes, there's momentary softness to the throttle pedal and handling that you don't get in some of the competitor product. And then a thrilling rush of boost and acceleration that'll have your head struggling to keep up.
From the start of the Zenos experience we've said the E10 had the potential to handle a lot more. With 350hp and a power to (dry) weight ratio in the order of 500hp per tonne the R challenges the Zenos to deliver on the promise. Our first drive revealed fearsome but usable power delivery, even less than ideal conditions; a second one not so long ago that the additional pace was placing the set-up under sharper scrutiny.
Specifically the significant gain in performance over the £32,995, 250hp E10 S and subsequent increased approach speeds revealed a propensity to lock the front brakes into corners, the car driven here benefitting from a number of detail but important set-up tweaks. These include spring rates increased by 10 per cent front and 20 per cent rear, new brake pads, a new brake master cylinder and revised pedal ratio, plus a tweak of the brake bias towards the rear. Zenos boss Mark Edwards also says the engine map has been updated to "production intent" with additional modifcations to improve intercooler efficiency and intake system.
Chances are you'll have spotted the lack of a roof, screen or weather protection and, as tested, the R's focus is very much toward fair weather plaything. Pays your money and takes your choice and all that but, assuming that's not a barrier, the starting price of £39,995 still looks strong value for money against comparable cars like the Vuhl, Atom, X-Bow and pending £82K Lotus 3-Eleven.
It's perhaps not as exotic in its finishing details as some of these cars. But the overall look remains distinctive, appealing and purposeful, especially in the 'Charged Graphite' colour scheme of this £43,995 Drive Edition. This also bundles in adjustable Bilstein dampers, quick-release wheel, carbon seats with six-point harnesses and a black anodised spine and will be offered in a limited run of 15 cars. Whatever the spec the body looks flat, wide and purposeful but the skinny tyres and glimpses of the pushrod front suspension through open body elements hint at lightweight minimalism, rather than the aero-led racer vibe of some rivals. Fundamentally this is a car for enjoying yourself in, not fixating on sector times.
You'll have seen we've also had recent experience of some obvious Seven-shaped rivals, the comparisons as predictable as they are unavoidable given many of the Zenos crew are former Caterham men. We came tantalisingly close to getting the R on track alongside the 620S too; sadly it didn't happen but given just a few days separated our drives the Zenos was fresh enough in the memory.
There's no escaping the emotional pull of the Caterham either, even taking into account a 620S starts at £44,995 so carries a £5K premium over the Zenos. It's, rightly, an iconic machine with a character all of its own. But Sevens are not for everyone. Some simply won't fit, there's no denying the exposure if you have a big shunt and if you've owned a few you may simply be looking for something different. The Zenos addresses many of these concerns while tapping into the same mindset - little surprise when its creators have such direct experience.
At the wheel it certainly feels a lot more contemporary. There's space for your knees and elbows, your relationship with the chassis isn't quite as intimate (good for safety, if not as conducive to feeling part of the machine) and the basic ergonomics are sound. The R's stumpier metal-topped gearshifter is a subtle but important improvement over earlier E10s too, having a seemingly shorter throw and more positive engagement, plus a more natural alignment with the wheel. Anyone who's struggled for space in the footwell of a Seven will also appreciate being able to select which pedal they hit, rather than accidentally mashing all three at the same time.
Details then but the kind of thing that matters when you're dealing with a car as rapid as this. Because you really, really don't want any distractions.
On or off boost the 2.3 has useful extra mid-range over the 2.0 of the S, rush when the turbo spools up then taking your breath away. With so much power and so little weight the way the R picks up is never less than astonishing, the mapping successfully mitigating the nasty spike you get in regular road car applications of similar engines. There is lag compared with the supercharged motors in Caterhams, Lotuses and Ariels but that's offset by the sheer visceral thrill when it lights up. Indeed, it accelerates so fast you need to be quick with the gear changes to keep up, the improved gearchange and positive clutch helping with the rapid-fire shifts. It helps that most of these will be simple forward and back movements between third and fourth, the torque sufficient that it'll pull from third in all but the tightest corners.
In this stock set-up (dampers and anti-roll bar are adjustable) there remains some initial softness in turn-in that matches the similar feel to the throttle. So there isn't that pin-sharp corner entry and ability to instantly adjust the angle of attack you get in a Caterham, nor the sense you steer the Zenos as much with the throttle as you do the wheel. Showboaters may well be disappointed on that score and driving it at pace is more methodical than instinctive. A limited-slip diff might change this bias but Edwards' Lotus background perhaps informs the decision not to go with one; with heat in the optional Avon ZZRs traction is strong and even when you pre-empt the lag and get on the throttle early it's unwilling to do more than gently rotate out of the corner. Think a hint of Ariel madness but with a less psychotic nature and you'll get the picture.
A tighter cornering line can be maintained by trailed brakes or a well-timed lift, the response to both being predictable and benign enough to give you confidence to push hard and enjoy the fundamental balance. The revised brake pedal means heel'n'toe is a little bit of a contortion under heavy braking but, by the same token, it's easy to slide across from a trailed brake and back onto the throttle.
And there is enough adjustment potential in the chassis to play with the balance and make it more pointy if that's what you want. The changes to the brakes mean there's now the reassurance to brake hard and late too, there being a sense the Zenos is willing to step up as your confidence increases. The pedal feels a little softer than the solid set-up in earlier E10s, the initial feel a little more sympathetic to those not attuned to non-ABS set-ups.
Basically all that we already liked in the package. Just more so.
ZENOS E10 R DRIVE EDITION
Engine: 2,261cc, 4-cyl turbocharged
Transmission: 6-speed manual, rear-wheel drive
Power (hp): 350@6,000rpm
Torque (lb ft): 350@4,000rpm
0-60mph: 3.0sec (estimated)
Top speed: 155mph (estimated)
Weight: 700kg (dry)
MPG: N/A (NEDC combined)
CO2: N/A g/km
Price: £39,995 (Standard car; £43,995 as tested for limited production Drive Edition with following options as standard - one-way adjustable Bilstein dampers; quick-release steering wheel; carbon fibre seats; six-point harnesses; 'Black Pack' inc. black anodised 'spine'; short-shift gearlever; carbon leather interior; uprated brake master cylinder; Charged Graphite body panels; Drive decal set - further options available, see Zenos website for details, all prices inc. IVA and VAT, not including OTR charges or delivery)
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Photos: Sim Mainey
Cheers,
Dan
I'm only 500 miles through and just starting to explore what the car can do. For reference, I've mainly been a Lotus owner with 4 elise based cars including a S2 Sport 190 and a launch edition supercharged 211 (#21).
Overall I'm totally smitten with the car - it's happy plodding in traffic using the low down grunt but then a quick stab (followed by huge wooosh behind your head) and the car will launch itself down the road as fast as you'd like. It's playful, rewarding and sometimes a little tricky when the boost catches you out. Overall (and to me this is very important) it's simply great fun to drive. The noise, the speed, the steering - all laugh out loud.
Some really nice touches and the cabin is a far nicer place to be than the 211 (easier getting in and out too). The gear change is probably the best I've used on a mid engine car. Also it's practical in the sense that it doesn't ground on every lump and bump (and can manage multi-storey car parks with ease). The screen option works well and with the help of a couple spanners and a friend you can remove it for full in your face fun.
The "get you home roof" is just that - although sat in a traffic queue being rained on in Milton Keynes just gave me a soggy knee. I've had many a miserable day in the 211 being soaked and then having to take the seats out to dry.
Is it perfect? Of course not however what the Zenos guys have achieved is in my view astounding. I love the fact that to me the car has personality and character that other cars simply seem to forget about in pursuit of pub bragging rights. The 211 was/is astounding and utterly precise and clinical at attaining speed and punching well above it's power and weight figures would suggest... but in my eyes it lacked soul. It was almost too clinical, too precise and it lost something. I wanted a car that sometimes you might have to work hard to get a decent line, balance the load transfer without assistance even if it is ultimately slower. It reminds me of many of the comparisons of the Ferrari 458 vs the McLaren Mp4-12C - sure, the McLaren won every scientific on paper metric but most reviewers preferred the Ferrari.
If you want to win on track days then perhaps not the car for you but for driving to the track, having a great day and driving home it's hard to beat the price/performance/fun ratio.
Overall I love my little car and so does my eldest who gets delivered at school every day (with quite a windswept look). I sold my 211 after 2 years of good times but never looked back and thought I was done with open top track cars. However, right now, I can't see anybody prising my fingers off my 'R' for anything.
Some really nice touches and the cabin is a far nicer place to be than the 211 (easier getting in and out too). The gear change is probably the best I've used on a mid engine car. Also it's practical in the sense that it doesn't ground on every lump and bump (and can manage multi-storey car parks with ease). The screen option works well and with the help of a couple spanners and a friend you can remove it for full in your face fun.
The "get you home roof" gave me a soggy knee.
In fairness full weather gear on a Caterham will probably leave you worse off
I think you nailed it with what you have said, exactly why I went for something different this time. I am sure there are many things that would circulate various tracks (mostly in owners heads at the bar) faster but I prefer something which makes me smile. Also, ride height. Glad they have been sensible with that, makes a world of difference not having to cringe at the sight of speed bumps.
In fairness full weather gear on a Caterham will probably leave you worse off
I think you nailed it with what you have said, exactly why I went for something different this time. I am sure there are many things that would circulate various tracks (mostly in owners heads at the bar) faster but I prefer something which makes me smile. Also, ride height. Glad they have been sensible with that, makes a world of difference not having to cringe at the sight of speed bumps.Ride height is by default sensible but you can lower/ruin it at your leisure
I'm still waiting for the E11 as I'd like a tad more practicality (not all trackdays are dry!).
The screen and the rain hood actually do a great job. Not completely watertight but enough to stop getting drenched.
Granted, not sure I'd like to have to hood on at 100mph plus but open to others top test first!
Ride height is by default sensible but you can lower/ruin it at your leisure
Out of interest, how long was the order process and what got you into the Zenos compared to the usual suspects. Was there a demonstrator of the R kicking around at the time or was it just a bit of a leap?
Out of interest, how long was the order process and what got you into the Zenos compared to the usual suspects. Was there a demonstrator of the R kicking around at the time or was it just a bit of a leap?
This is also the first time I've bought completely blind... due to various things (moving etc) I never managed to be in the same place (or sometimes the same country!) as a track demo and always managed to miss the motorshow events. So never even saw one in the flesh and took a big gamble which in hindsight wasn't a gamble at all. I know the car won't appeal to everyone but for me it is perfect.
As for alternatives... Well as above - I've pretty much always had a Lotus in one form or another. But to be honest I think I've done them to death. I was very tempted by the Exige S but it's very quick to get it north of 60k. I also wanted a convertible and didn't really like the ragtop exige S. My test drive found it to be a great car but not the track focused car I was looking for. Elise S (even the new cup) would feel a bit of a step backwards after the 211. Caterhams have not interested me and I never got on with the Ariel Atom - I found it incredibly nervous and tricky to drive to the point that whilst being bonkers quick wasn't actually fun. The 311 was a combination of not being ready in time, too compromised for the road and significantly more expensive. The vuhl and others are simply not ready (and again too compromised and expensive).
I have no issue with not being the fastest. In the past I've chased down exotics and focused on being fast but things change. I just want to go out, have fun and enjoy things. I also have no interest in getting a trailer, 4x4 tow car and all the extra expense. I just want to wake up, drive to the track, have fun and drive home. That being said, it is certainly not lacking in pace and before serious aero drag it's got more than enough to keep exotics honest.
Don't get me wrong - I get the attraction of a nice small single seater and have enjoyed driving them on every occasion (except when it p****d down once). But the window of opportunity for me using one is so small that it might as well be non-existent.
I don't have any problems with it as a road car - it's more compliant than the 211 for a start, has no clearance worries and has enough stowage for me, my eldest and couple bags. It's rained and we've laughed without getting too wet (or crashing) and I am currently using it as my daily driver.
As for looks - I do think that it looks better in the flesh. It passes the "shopping window reflection test" for me
. I also like the reaction of people - it's all been positive and lots of people just want to chat and have a look. I get let out of junctions without any bother - more so than when I had elises. All I know is that whilst there is no doubt it's compromised the future in terms of an E11 and E12 is very rosy - if Zenos can package it all together and keep the essence of the E10 then those owners will be very happy indeed.
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