This latest Elise seems to want for nothing in terms of accelerative pace. We discovered as much in a first test of the car conducted at Lotus’ own circuit at Hethel. No road driving was possible, so observations about the car’s road ride will have to wait. But we can report that extra power and grip hasn’t blunted the Elise’s dynamic responses in the slightest.
That engine catches in undramatic fashion when you thumb the starter button. There’s a little supercharger whine when you flick the dainty right-hand pedal, but none of the evil crackle-and-pop audio fireworks that the old ‘SC’ supplied. So it’s perhaps a less characterful engine we’re dealing with this time around, and reaches a generous but much less frantic peak power output than the old car did, as it screamed away at 8000rpm.
Pin the accelerator from lower crank speeds, however, and you’ll soon appreciate the extra torque. The new engine not only hits its loftier torque peak 400rpm earlier than the old one, it also produces much more twist throughout the entirety of the usable rev range. Flat out at 3000rpm, for example – where the 1.6-litre Elise is producing 111lb ft and the old 1.8-litre SC 125lb ft – the new Elise S surfs forward on a swell of 166lb ft.
Which means that, in any of its first four gears, the car will tear out of corners and down straights with a ferocity that’s really only been known to Lotus’ Exige and 2-Eleven owners until now. Fully extend the car and you’ll be beyond 100mph, with the wind whistling just above and around your head, before there’s any noticeable let-up in your rate of acceleration. On the road or on a trackday, hot hatches and most sports coupes would be easy meat.
And still, even endowed with that speed, it’s not the impression of the Elise S’ outright performance that stays with you. Sixteen years after Artioli’s grand-daughter donated her name, it’s the same perfect poise with which this car glides around a corner that sets it apart.
It’s that incredible, tender chassis balance; the wonderfully informative, totally uncorrupted steering; those serious levels of grip and body control to tap into when you’re carving a smooth, fast line; and most of all, the uncommon amicability and trustworthiness of the car’s responses, at and beyond the limit, that really distinguish it.
This is a mid-engined roadster to take unbelievable liberties with. Its lightness and simplicity allow it to take lap after lap of flat-out track pace without so much as overheating a brake disc – a rare quality at the more affordable end of the performance market. And when your appetite for speed and precision is satisfied, it’s a car you can chuck into a tight bend on a trailing throttle without a second thought of a spin; that will grip at its front wheels, and slip from its rears, with benign predictability. That last bit hasn’t always been such a convincing part of the Elise’s dynamic repertoire; it’s taken time to make the car so controllable on the limit, as anyone who’s ever run out of steering lock while correcting a skid in a ‘Series I’ Elise will confirm.
But, with this new Elise S, you’ll have no such problems. The car’s extra power and torque makes the rear-end as mobile, and the handling as three-dimensional, as you’d ever want it to be. But only if you want it to be.
Should I buy one?
Thirty-six thousand pounds sounds a lot to ask for any Elise – mostly because of this car’s lengthy history, and the fact that we all remember when you could buy one for twenty.