Lotus Elise

Lotus Elise

RENO, Nev.–For such a small British company, Lotus has an amazingly wide product range. Sure, they are all two-seat sports cars based on the same epoxy-bonded extruded aluminum architecture, but it manages to ring a lot of changes off this platform.The newest is the Elise SC roadster – the two latter letters standing for "super" and "charged" – which is priced at about $62,000.

Lotus Elise

Lotus Elise

As with all Elise models, the engine is Toyota's 1.8 L four-cylinder with electronic valve timing and lift control.

In the SC, a bespoke Lotus-designed Rootes-type supercharger is bolted on. "Built-in" would be more accurate, because it is embedded in the intake plenum of this rear-transverse-engined car.There was no room to include an intercooler and still maintain a semblance of rearward visibility out of the open two-seater. An intercooler, as used in the Exige S 240 coupe, allows higher boost levels and greater peak output, but the objective with the Elise SC wasn't so much top-end power, as it was filling in the lower- and mid-ranges in this notoriously torque-disadvantaged engine.Also, this system weighs some 8 kg less than that in the Exige S 240,

Lotus Elise

Lotus Elise

The relevant numbers are 220 horsepower at 7800 r.p.m. (that's what Lotus PR reps say, despite the website saying 218 hp), and 153 lb.-ft. of torque at 5500 r.p.m., both up by some 15 per cent over the standard Elise.As with all Lotuses, this engine is paired with a six-speed manual gearbox. No automatic.Acceleration is near-super-car quick, with 100 km/h from rest coming up in about 4.6 seconds, with a top end of 240 km/h.

How do they do this with a little four-cylinder engine, even with a supercharger?Mainly by virtue of the fact that this engine only has some 913 kg of car to shove around.The low weight also translates into better-than-you'd-expect fuel consumption, amazing braking and stunning handling.

Lotus Elise

Lotus Elise

With only 38 per cent of that weight on the front wheels, there is no need for power-assisted steering, so changes of direction are nearly telepathic.Exterior changes to the new variant include new wheels, a rear deck spoiler (which takes away some of the visibility advantage gained by eschewing the intercooler) and a single tailpipe.A new instrument panel includes a driver-configurable message display, a tire pressure monitor, and a trio of shift indicator LEDs that light up in sequence as you approach the red line.The speed of the sequence varies too: in lower gears they're quicker, to compensate for the inertia of the tach needle.The seats are a lightweight "Probax'' design, tailored to rotate your hips forward for a more upright, more alert driving position. 

Lotus Elise

Lotus Elise

A new soft-touch "Sensosoft'' paint finish is used for the dashboard, which gives a leather-like look at a fraction of the cost and weight.Despite the extreme driving experience you would expect from a Lotus, the SC comes with air conditioning, power windows and a decent sound system, although you'll have to crank it up if you want to hear the tunes – it does get a bit loud inside this car.Two major option packs are offered on the Elise SC. The Touring Pack gussies it up a little, with leather upholstery, handbrake gate surround and centre console trim, more sound insulation, an iPod connector, a cool little aluminum-and-leather cup holder, and full carpeting.The Sport Pack adds a sport suspension with Bilstein non-adjustable dampers, unique wheels and tires, twin oil coolers and traction control.

Lotus Elise

Lotus Elise

Traction control is also offered as a standalone option on the base car, as is a limited-slip differential, although Lotus suggests that be chosen only by those who plan to compete in Solo racing events. In road use, it tends to promote understeer, and hence detract from the car's nimbleness.Two versions of the SC were available for testing on some fabulous roads in south-central California: a lovely burnt orange Sport/Touring pack car, followed by a Touring unit.First, you have to be able to fit inside the car. I did witness 6-foot, 200-pound fellow journos driving the Elise. Second, even if you do fit, squeezing yourself in or extruding yourself requires near-Cirque du Soleil agility.

Lotus Elise

Lotus Elise

Once inside, I found the seats comfortable and supportive. The controls, as they say, fall readily to hand, mainly because this is a cozy cockpit.As is the current rage, a touch of a separate starter button fires the eager engine up. Snick into first, and off you go.The positive but smooth engagement of the clutch and progressive throttle response really launches the car. You rapidly find yourself bumping up against the speed limit.Handling is really what this car is all about. It feels like it is always dead-flat in the corners; not really true, as we could tell by following other cars on this twisty course up the East Grade of Mount Palomar. But body lean is minimal, very well controlled and progressive.

Lotus Elise

Lotus Elise

The suspension is designed not necessarily to squeeze the last 0.01 per cent of lateral grip out of the tires, but instead to approach the limit gradually, slowly letting the tires start to give up so the end doesn't come so quickly. This car really flatters all drivers.That said, you have to be really hauling to even get the tires to squeal.

As near as could be determined on these well-maintained roads, the ride quality is pretty good too; a few klicks on Toronto's winter-ravaged streets might force a change in this assessment, which might also be the determining factor in choosing the Sport Pack. The Sport Pack car turned in slightly more quickly and precisely, with less understeer, which also made the car better able to put the power down coming out of the corners.

Lotus Elise

Lotus Elise

Along the ridge at the top of this grade, the road was dusted with sand. You could practically feel each grain through the steering.The South Grade road back down into Julian for lunch gave proof that the Lotus/AP Racing brakes with Brembo calipers really do the job. Both the ABS and Traction Control systems are calibrated so they don't begin to intervene until you're well and truly in need of assistance. Thank you for that – makes the driving much more entertaining, and gives the sense that the driver really is in control, not just along for the ride.Reversing our field after lunch, I decided to test if the engine's beefed-up torque curve was real. So I left it in fifth gear and climbed the mountain. Worked a treat.

Lotus Elise

Lotus Elise

This exercise proved that if you just stroke along, you won't get gobbled up by any diesel Rabbits.It is a rare person who could live only with an Elise. True, it is driveable, and not at all fussy. But it is tiny, and luggage space is at an extreme premium. Chances are an Elise would be part of a fleet of personal vehicles anyway.The Elise SC starts at $ 61,900 (Canadian). Before you even ask, that's $7,400 more than the U.S. price. Take out the import duty and there's still about a $4k differential. Apparently quite a few changes have to be made to the cars to qualify them for sale in Canada – a U.S.-spec car is not legal back home. Especially with the low sales volumes expected in Canada, these costs have to be recouped.The Touring Pack adds $1,900, the Sport Pack $3,250, with the hardtop, limited slip differential and traction control at $2,015, $2,400 and $910 respectively.

Lotus Elise

Lotus Elise

What's odd is that the percentage difference for some of the option prices seems to vary all over the shop, from about a 17 per cent premium on some bits to almost double on others. Lotus confesses it is watching these numbers and the currency situation, and may adjust as time goes on.For similar money, you could get a Porsche Boxster, which delivers a very rewarding driving experience with considerably greater comfort.For half as much, a Mazda Miata does a great job too.But if you want the purest drive you can find, supercar performance at relatively modest cost, the Elise is an enchanting proposition.