by Dave Koski
After an almost three year wait since ordering. I took delivery of a BRIGHT yellow, 2005. Street legal, federally approved, all the bells and federal whistles Elise on July 21. It now has 1,300+ miles on the clock and I've been asked to compare it to the Series One car.
First, the car is really stunning in appearance. Many Lotus fans (including myself) originally commented that they preferred the original styling. The S1 car is just plain "class" in appearance and evokes styling cues from some of the great sports cars of the '60's and 70's. Those of us who fondly remember those cars instantly fell in love with the Elise. The new car is, according to Lotus, "more aggressively styled." One automotive journalist stated that it was "too Japanese" and in pictures some might tend to agree, but when you see it in real life it's... WOW!!!
Kids wave out of car windows, pretty young things give it the eye, and everyone smiles and turns their heads to watch it go by. It's like driving a Hummer hack in 1993, but it seems to make even more of an impression. Youngsters who play video games and older sports car drivers know what it is, the rest of the parking lot gawkers want to know "who makes it", but more usually ask "how much does it cost?'
I entered my Europa in the local car show last Sunday and they asked me to park the Elise alongside it. Although it was too new to enter (officially) in the show, it definitely attracted more attention than the show cars. A 512BB owner stopped and talked, he obviously was in love with it. I took great delight in telling him of the personalized license plate I have ordered for it - "ENZO WHO".
As concerns comparison with the older car, there is much to say. The Federal car really is a completely different animal from the S1. The acceleration is far better than a Rover powered car, and is comparable to my Honda powered S1. The gearing is very nicely spaced for the car and the sixth gear is a useful addition. Shifter gates remain a little vague, perhaps even more than in the S1, and the driver must adjust to allowing the shifter to find the gear rather than trying to force things. The car is quiet, but has a nice low, exhaust note on acceleration. It is very solid and there are very few body noises, except on very vigorous cornering when the top supports squeak a little. The top is also much easier to erect on the new car but one must be careful so put the drivers side on first to prevent damage to the tensioning cable.
Quality control seems excellent, and the only issue I had at the thousand mile inspection was the headlight aiming point which was a few degrees low for Northwoods driving (headlights have to be aimed high enough to shine into the deer's eyes.) The alarm system is a bit annoying, as like German cars, it sets automatically and must be disarmed every time the car is started. The body integrity is much tighter than in the older car and this is a great pleasure when going on extended trips. All that hanging and rattling gets old after a couple of hours in the early car.
The frame has been lowered and widened on the new Elise and it takes about one inch of width away from the pedal box and footwell. This is quite noticeable in that the loss is between the dead pedal and the clutch. I can drive the S1 car with dress shoes, but must wear my driving shoes to keep my left foot from catching on the underside of the clutch pedal in the new car (people with BIG feet. beware).
The S1 cars had unassisted brakes with excellent pedal feel, but the Federal Elise is equipped with ABS and power brakes. I spoke to project engineer Tony Shute about this at the LOG last year, and he assured me that the new Elise will consistently outbrake the old, even with an experienced driver. That may be so, but I much prefer the feel of the unassisted brakes. The pedal is so sensitive on the new car that it requires some getting used to at low speeds (it's fine when driven in a "spirited" manner).
The cooling is marginal on hot days in traffic with the early Elise (especially my Honda powered car.) The factory offers the motorsport radiator as an accessory to help alleviate this problem. The new car is no problem, even in traffic jams with the air conditioning running full blast.
The only thing I absolutely HATE about the new car is the cheap plastic console which rattles and flops around when one downshifts or enters reverse --- not nice! The old car's design was more elegant in appearance and didn't make noise.
The one issue that might concern those who have cars on order is the suspension. The car has been softened up significantly in comparison to the SI car and the steering is noticeably less sensitive.
The Formula Ford feeling has been lost and the car is a bit "numb" as opposed to the older car. This is not all bad as it definitely makes the car a better cruiser, but if one wants the go-kart feel of the early cars, it would be best to order the optional tire and suspension package. This is available as a retrofit but the price doubles.
Dave's niece Audri shares what little cabin room there is with the groceries.
On page 167 of the owner's manual (I actually read the whole thing), it states that the warranty is void if the vehicle is used in an kind of "timed competition". As the LOG is coming up and I had entered the autocross. I phoned Lotus Cars USA to ask about this. They indeed confirmed that the drive train warranty is void if you enter an autocross, so readers be warned as a number of Mitsubishi owners have learned to their cost (see the September 2004 issue of Car and Driver magazine, page 33).
In summary, let me say that the car is a definite improvement in and evolution of the original Elise, and has its own unique and thoroughly loveable character. If you haven't ordered yours, get on the list before the last of this version are taken, or you will have to settle for the restyled version, due in two years.
What's better than an Elise in the garage? Having two in the garage! Dave's Honda powered S1 is at left, the new 2005 model on the right.
