European Car - January 2004
by Alistair Weaver
photos by Barry Hayden
It would be inaccurate to describe life at Lotus as being a rollercoaster ride. The Lotus business cycle doesn’t leave room for gradients;
everything is just a peak or a trough. Last time I visited the HQ at Hethel in Norfolk, I was banned from talking to the production staff because
15% of them were about to lose their jobs. Today, scarcely 6 months later, the place is buzzing again as Lotus prepares to introduce the Elise
into the U.S. market.
The importance of the Federal Elise project, codename “Croft,” shouldn’t be underestimated. The Esprit will be dead by the end of the year, so the
new model is crucial to Lotus maintaining a U.S. presence and its 38 dealers. The volume implications are also crucial to its long-term survival.
At present, Lotus builds around 2,200 of its own cars each year of which 1,300 are sold in the UK. The company is confident of selling 2,200 Federal
Elises in the first year, which would double annual production. Solid sales of its homegrown products should also help diminish the company’s reliance
on consultancy work, which is notoriously reactive to the prevailing economic conditions. Everyone at Hethel is aware that the company must remain viable –
parent company Proton will not prop it up ad infinitum.
I’m led through reception and onto a conference room, where I’m introduced to Nick Adams, the vehicle development manager, and Malcolm Powell, Lotus’ chief
engineer for manufacturing projects. This pairing has been responsible for federalizing the Elise concept and preparing it for the U.S. market. To some extent,
at least, the success or failure of the project rests on their shoulders.
“The Elise was never conceived as a U.S. car,” explained Adams, “so we had to establish new objectives. These were to enhance the performance, while
adding safety and comfort.” The most obvious problem facing the engineering team was the choice of engine. The Rover K-series used in the existing Elise is
belt driven and would therefore be outlawed under 2006 U.S. emissions legislation. It’s also not sold in any capacity in the U.S., so parts and expertise
would be difficult to source. Clearly an alternative had to be found.
After the death of founder and lifeblood Colin Chapman, Toyota bought a 20% stake in Lotus. The shares were sold in 1986 but a good relationship was
retained, and the strength of Toyota in the U.S. made it an obvious source for an alternative powerplant. The Lotus team focused its attention on the 1795ccc
VVTL-i engine used in the flagship Celica coupe and the European Corolla. Developing 189 bhp at 7800 rpm and 133 lb-ft of torque at 6800 rpm, it promised to
compliment the Elise’s track-inspired character. As a bonus, this engine also comes with Toyota’s excellent C64 six-speed gearbox, whereas the K-series car
makes due with a notchy five-speeder.
Powell explained the benefits: “Compared with the 118 bhp K-series car, the Toyota engine provides a 40% increase in power with a weight increase of just
14%.” This differential is doubly important given that Croft must also carry hefty safety and luxury equipment, which has not traditionally been part of the
Elise armory. Twin airbags are a federal requirement and so is ABS, neither of which have featured on an Elise before. In addition, all U.S. cars will be
fitted with electric windows, an alarm, central locking, air conditioning and part leather trim standard. A twin oil cooler system has also been introduced
to cope with the hotter U.S. climate.
To accommodate the changes, the fascia styling has been revised, and the structure is now injection molded to improve quality. Air vents and a centralized
stereo, not to mention electric window switches, are a far cry from the simplicity of the standard Elise, and I expressed my concern that the car’s character
has been diluted. “The original Elise was designed as a stripped-out track-day car,” explains Adams, “but the high-spec versions sold out the most. The
Federal car is a step forward from the European car. It’s not woolly or detuned and we haven’t changes its character.” He claimed, for example, that the
electric windows actually weigh less than the manual alternative.
U.S. customers will also be able to tune their cars to taste. The base model will cost around $40,000, but Arnie Johnson, the CEO of Lotus Cars USA, reckons
that the majority of customers will opt for the $1000 Touring pack. This comprises full leather, carpet, an insulated soft-top and additional sound-deadening
material. A clip-on hardtop is also on offer for $1,500. At the other end of the spectrum is the Sports pack. This features forged alloys fitted with track-
biased Yokohama A048 tires and sport suspension. The latter reduces the gyroscopic loading and allows track-day enthusiasts to alter the spring height for
circuit use.
So much for the theory – few things in life are more frustrating than sitting in a conference center at Hethel while the company’s products await outside.
I had been promised an exclusive drive in a Federal prototype, and word reached us that the car was ready. The test car mechanically complete, except that it
was running on European-spec Bridgestone Potenzas rather than the bespoke Yoko AD07s that are currently being developed for the U.S. market. The interior,
though, was a hybrid of the European and U.S. parts and bore the scars that characterize any hard-working, hand-built prototype.
Externally the Croft is identical to the European car with the exception of the modified lights and the twin rear exhaust pipes that emerge centrally from
a modified diffuser. It remains a fine-looking car. While the original had cutesy retro appeal, the latest version has a more grown-up, contemporary feel.
It’s not difficult to imagine it seducing the occupants of Ocean Drive, Miami Beach.
Our test drive begins on the quiet country lanes that surround the Lotus factory. It’s on these roads that every car since the original Lotus Six of 1953
had been analyzed and refined. The scene is quintessentially English, but Adams is quick to point out that the car has also been tested in Phoenix and L.A.
to ensure that it’s suited to U.S. conditions. The springs and dampers are different to those fitted to European models, but Lotus has worked hard to maintain
the “feel” of the Elise.
One of the marvels of the original was the ride quality. Its minor bump absorption and compliance was nothing short of extraordinary for such a focused car,
but the Croft takes this to a new extreme. This car’s ride is much quieter than the European models, which adds to driver confidence. It deals with an
undulating road surface brilliantly, which bodes well for America’s less than perfect blacktop. The steering, which is lightweight at the straight ahead,
still jiggles a little, but it’s no longer necessary to make constant, corrective inputs.
My perceptions about the engine are also being challenged. When fitted to the Celica, this engine feels disappointingly breathless and needs to be worked
hard to deliver its best. The Croft is 419 lb heavier than a stripped out, base Elise, but it still weighs 25% less than the Celica. With less mass to haul
around, the engine’s torque deficiencies cease to be a major concern, and what you notice most is the welcome improvement in refinement when compared to the
Rover-engined car. The six-speed gearbox also swaps ratios with a more satisfying, mechanical clunk.
I return to the factory to be presented with an empty test track and a permit to play. The prototype was on the standard suspension, but it would be
ridiculous to describe it as too soft for circuit use. The Series II Elise is easier to drive hard than the original – which boasted hyperactive lift-off
oversteer - but it still demands to be driven well. The correct gear ratio and considered inputs are crucial if correct progress is to be made.
Its natural balance is neutral and power oversteer is almost impossible to achieve in the dry, but its stance can be adjusted on the throttle, and the
skilled can tempt an Elise into a glorious four-wheel drift. Such tasks are made easier by the wonderful linearity of response that’s a feature of every
great Lotus. The brakes are equally terrific. The ABS has been tuned to engage only in extremis, and its operation is much softer than that of a standard
car. It’s fair to say that the system is an aid to enthusiastic driving rather than a necessary evil that detracts from the pedal feel, which is some achievement.
The test track also draws the best out of the engine. The gear ratios have been well chosen so that it’s possible to keep the motor spinning on the higher
cam between 6000 and the 8200-rpm redline. At these speeds, the engines four-cylinder thrum takes on a more strident, engaging beat, which suits the car’s
character. It also produces performance that makes the European Elise feel pedestrian.
Lotus claims 0 to 60 in 4.9 seconds for the Federal car, compared with 5.6 seconds for the standard 118-bhp Elise and 5.1 seconds for the 156-bhp 111S.
By the time 100 mph arrives after 12.6 seconds, the Federal car is well ahead of the 111S, which takes 2 seconds longer to achieve the ton. Importantly,
the U.S. car also feels much faster, which has much to do with the improved soundtrack, the slick gearchange and the high-revving nature of this engine.
Lotus’s biggest problem may be convincing European and Japanese buyers that they still want to buy a car with a Rover powerplant.
Convincing U.S. buyers to part with $40,000 for an Elise should prove to be less of a problem, at least in the short term. Johnson expects the Elise
market to me similar to the MINI’s. In other words, it’s likely to be chosen by both the ultra-wealthy and by those who have scrimped and saved to buy
the base model. The later are likely to be enthusiastic diehards who chose the Lotus as an only car. The U.S. version is massively more refined than the
Series I and the quality is good, but the boot is still small, the roof is fiddly, and gaining access to the cabin with the hood up still requires
considerable dexterity. Living with one on a daily basis will require commitment, and Johnson figures, “Most people will buy the Elise as a third car.”
The CEO has 1,200 orders in the bank, and the first cars arrive this May. “The dealers will get a car each, and I want them to hold on to them for at
least 90 days so people can have a chance to have a look. Some of our customers have had cars on order for 5 years,” he continued. The big test for Johnson
and Lotus will be when the hardcore Lotus aficionados have their taste buds satiated. Will the brand then be able to attract enough customers out of their
Porsche Boxsters and BMW Z4s and into the charismatic Brit?
Only time will tell for certain, but there’s no doubt that the Elise is a different and convincing proposition. There’s a purity about its diving
experience that even the seminal Porsche cannot match, and this, coupled with style, exclusivity and the enduring kudos of the Lotus badge, should ensure
its long-term appeal. The Federal Elise has been a long time coming, but it’s been worth the wait. This is a genuine Lotus and a fabulous sports car.
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US Elise undergoing testing
Road & Track - November 2003
US Elise News!
First US Drive!
From Chris Smith
Date: Fri, 10 Oct 2003
Prototype US Elise test drive
In early Sept. on a visit to LCU, while talking with Arnie and Clyde. A car
transporter pulled up with two Elises on it. One Aztec Bronze the other
Starlight black. Then I noticed something different about these cars as we
watched them unload. They had the twin tailpipes exiting from the diffuser.
These were US prototype test cars! You guys can't imagine my excitement.
As the cars were unloaded and gassed up I looked them over quite thoroughly.
They were test mules of course so final edition may vary from these. Both
cars were loaded with testing, diagnostic electronics. The black car had
leather seats, and the bronze had fabric/leather. First thing I had to do
was open the boot. Nestled nicely in there was the Yota motor with the
"LOTUS PERFORMANCE" on the valve cover as pictured in Road and Track. The
twin tailpipes looked really good, very understated but gave it that racer
look. The build quality even of this test car was exc. the panels fit well
and the seems well-aligned.
Climbing into the car as with the 111S is not a real problem once you get
the hang of it. We took the top off of course as it's the only way to
experience this car!! Climbed in and looked around. I noticed immediately
the windows were tighter with the electric units (UK owners of the manual
wind windows felt the electric windows would be less prone to rattling)and
a very satisfying "thunk" when the door is closed. The dashboard has been
redesigned and this was obviously a prototype piece, but I liked the
layout of the stereo and the vents, it had a very integrated feel to it. All
controls were easily reachable from the driver's seat. I was pleased to
see the steering wheel was compact, it appeared to be the same size as a 111S
wheel even with airbag, this again was a prototype piece.
Key on, the engine comes to life. A nice pleasant exhaust note at low revs. The
gearbox felt very tight, with relatively short throws, it took a few times for
me to get the 1 to 2 but after that no problems.(mostly my fault as it's been some
months since driving a stick). Acceleration was wonderful. Not earthshattering
like an Esprit but very quick and steady. The acceleration isn't as quick as
my 2 liter caterham was (low 4 sec. car) but I'm quite sure 4.8 is attainable
as stated in Road and Track. Of special note, many people were concerned by the
flat spot or lump in the 6000 rpm range on the Toyota engine, I can tell you quite
conclusively, THEIR IS NO FLAT SPOT, NO FLAT SPOT. Acceleration was linear and
smooth all the way up to 7000 or so rpm (I didn't want to be too aggressive with
this test car). The Lotus engineers did a great job on the ECU.
I found the braking to be quite good and felt connected with the road. The car handled
bumps, etc, with firmness but no rattling. I could detect no appreciable difference in
the suspension of this car and a 111S, ie the quality and firmness of the ride was still
there, this is no land yacht! Looking at the car I could see no change in the ride
height from the 111S. I think the daily driver and occasional track day participant
will be quite happy with the standard suspension.
On returning to LCU, my ear-to-ear grin certainly told Arnie what I thought of this
wonderful car.
Spent a good 30 minutes driving the car around, it was a blast. Immediately upon return I
took the 120 hp S2 out for comparison. Development of the Elise has been a progressive
improvement in build quality and performance. I enjoyed the S1, Spor 190, S2, the 111S
I've driven, this prototype Elise is the best one I've driven yet! I'm glad my deposit
is already in place, I can't wait!!!! Many people have voiced concern about ruining the
car to adapt to the US market, that hasn't happened, this car retains all the magic
that is the Elise!
Let me tell you guys, this car is worth the wait! This car is going to change perceptions
and expectations here in the US of what a sportscar is supposed to be! Destined to be a
landmark car.
Do I sound excited, you bet I am. BTW, Please note this was a test prototype, some components
may differ on the final car that we get.
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On Track with an Elise 111S
By Kiyoshi Hamai
Okay, I did drive the standard S2 Elise last October at the WCLM. That drive was on the
street from Laguna Seca to Carmel Valley. My impressions at the time were generally positive,
but some reservations about the pedal heights and balance. In particular I felt the pressure
needed for the brakes was on the high side and made heel-toe down shifts particularly awkward.
So, it was I climbed into the 111S and took it out onto the 9 turns of PIR.
Accelerating, I noted the engine to be noticeably smoother than the standard unit. The
gearshift throws were the same, which is on the long side. I'd love to see a kit to shorten
the throws. It would make for wrist shift and eliminate moving your arm. It would be faster
and likely eliminate the vagueness.
There's a long space between 2nd and 3rd and another between 3rd and 4th. If the ratios
were a bit closer together I think the acceleration might be a bit brisker. Now, I was at the
Festival curves, a sharp 90-degree right followed by a sharp 135 degree left and then a sweeping
right and onto Turn One. The brakes were GREAT!!! Pedal pressure was perfect and easy to modulate.
Totally different than what I remember from the drive in October.
Coming into Turn 1 applied the brakes and trailed them into the corner. I expected some understeer,
but the 111S tucked, slowed and leaned over onto left side and went around the corner. It was easy to
guide into the apex of One, then let the car carry out to the outside of the track to set up for Turn 2.
Getting into Turn 2 is tricky for a lot of cars because there's not enough time to fully straighten
the car out to do straight line braking. It's a great test of the chassis because you have to brake
while cornering. That means you have to give some of the cornering to be able to have some traction
to slow. A lot of cars will get terribly unbalance when you try to do this. I've spun many a car in
this maneuver or plowed way off line, ending way wide of the apex and compromising corner exit speed.
Not so with the 111S. It stayed balanced! Hit the apex perfectly, accelerated out on line and off to
Turn 3. Impressive!
Turn 3 is a constant radius 180-degree left-hander with some minor camber changes that makes the
entry harder than it looks. The Elise whipped around the corner perfectly balance, add power and it
pushes every so slightly, drop power and the rear just hints at rotating. Turn 4 is a long right-hander
with a late apex. It's important to set-up 4 so you can get on the power before you apex. Doing so
pays off big time as you can flat foot it all the way through the exit of 4, then Turns 5 and 6 and
onto the back straight.
Next are Turns 7 and 8, a quick left-right, a brake tap and turn into 7. The Elise handles this
beautifully, then brakes into 8 and left the car drift right out to the left edge and even use some
of the track exit lane! Brake, again without any sort of "I wonder what the car will do…" and turn
into Turn 9, the most important corner on the track as it leads onto the front straight. Late apex,
let the Elise run right out to the outside edge and up against the wall.
I found that I didn't need to go into 5th on the straights as I was getting up to about 5500-6000
rpm in 4th (about 100 mph) as I reached the brake points.
Every corner brought new respect and a true realization that it's a driver's car. It responds to
your input and is forgiving. It has a very high threshold, one that if used on the street would be
much faster than might be considered safe. With more and softer tire, the car would be AMAZINGLY fast.
It's no wonder Road & Track found the Elise to out handle every car in the comparison test last year.
All too soon my laps were over. Others wanted rides, but I had my grin to wear back to hotel.
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Lotus Asks for US Exemptions
Group Lotus Plc.; Receipt of Application for a Temporary Exemption From Federal Motor Vehicle Safety Standard
No. 108 and Part 581 Bumper Standard
24 October 2003
Federal Register 61035 - Vol. 68, No. 206
(c) 2003 Federal Information & News Dispatch, Inc. All rights reserved
In accordance with the procedures of 49 CFR part 555, Group Lotus Plc. ("Lotus" has applied for a Temporary
Exemption from S7. Headlighting requirements, of Federal Motor Vehicle Safety Standard ("FMVSS" No. 108, Lamps,
reflective devices, and associated equipment; and Part 581 Bumper Standard. The basis of the application is that
compliance would cause substantial economic hardship to a manufacturer that has tried in good faith to comply
with the standard.
We are publishing this notice of receipt of the application in accordance with the requirements of 49 U.S.C.
30113(b)(2), and have made no judgment on the merits of the application.
I. Background
Lotus, which was founded in 1955, produces small quantities of performance cars. In the past five years,
Lotus has sold a total of 550 automobiles in the United States. The only current Lotus vehicle sold in the United
States is Lotus Esprit ("Esprit". In the same time period, Lotus has manufactured a total of 18,888 vehicles
worldwide, including Lotus Elise ("Elise").
The Elise was introduced in 1996, but it was not originally designed or intended for the U.S. market. However,
after deciding to terminate production of the Esprit by 1999, *1 petitioner sought to introduce the Elise in the
United States. Significant management, ownership and financial hardship issues contributed to the delay in introducing
the Elise model. Recently, Peruashan Otomobile Nasional Berhad ("Proton" has taken a 100% ownership of Lotus.
Petitioner is now ready to introduce the Elise vehicle into the U.S. Market. A description of the Elise vehicle is
set forth in the Exhibit 1 of the petition (Docket No. NHTSA-03-16341). For additional information on the vehicle,
please go to http://www.LotusCars.com.
*1 Espirit produciton was eventually extended by three years while petitioner sought to bring Elise into compliance
with FMVSS. Espirit will cease production on 12/31/2003.
II. Why Lotus Needs a Temporary Exemption
Lotus has continued to experience substantial economic hardship, previously discussed by the agency in a March 3,
2003 Renewal of a Temporary Exemption from FMVSS No. 201 (68 FR 10066). *2 Lotus' latest financial submissions show the
company's operating loss of [pound]43,228,000 ([ap] $69,000,000) for the fiscal year 2000; a loss [pound]18,055,000 ([ap]
$29,000,000) for the fiscal year 2001; and a loss of [pound]2,377,000 ([ap] $4,000,000) for its fiscal year 2002. This
represents a cumulative loss for a period of 3 years of [pound]63,660,000 ([ap] $102,000,000). *3
*2 We note that the Elise vehicle is FMVSS No. 201 compliant.
*3 All dollar values are based on an exchange rate of [pound]1= $1.60.
According to the petitioner, the cost of making the Elise compliant with the headlighting requirements of FMVSS 108
and the bumper standard is beyond the company's current capabilities. Petitioner contends that developing and building
FMVSS-compliant headlamps and Part 581-compliant bumpers cannot be done without redesigning the entire body structure
of the Elise. Specifically, developing Part 581-compliant bumpers would cost $6 million dollars over a period of 2 years.
Producing an actual FMVSS-compliant headlamp would cost approximately $1.1 million. In addition, there are unspecified
costs of body modifications in order to accommodate the new headlamp, because there is insufficient space in the current
body structure to permit an FMVSS-compliant headlamp.
Lotus requests a three-year exemption in order to concurrently develop compliant bumpers and headlamps and make necessary
adjustments to the current body structure. Petitioner anticipates the funding necessary for these compliance efforts will
come from immediate sales of Elise vehicles in the United States.
III. Why Compliance Would Cause Substantial Economic Hardship and How Lotus Has Tried in Good Faith To Comply With Standard
No. 108 and the Bumper Standard
Petitioner contends that Lotus cannot return to profitability unless it receives the temporary exemption. In support of
their contention, Lotus prepared alternative forecasts for the next 3 fiscal years. The first forecast assumes that the
petitioner receives exemptions from S7 of FMVSS No. 108 and the bumper standard. The second forecast assumes the exemptions
are denied. *4 In the event of denial, Lotus anticipates extensive losses through the fiscal year 2006, because it cannot
bring the Elise into full compliance any earlier.
*4 See Petition Exhibit 2 (Docket No. NHTSA-03-16341).m
Fiscal Year Forecast if Forecast if exemptions exemptions granted denied:
2003 [ap] $975,000 [ap]- $1,700,000
2004 [ap] $12,520,000 [ap]- $15,402,000
2005 [ap] $11,749,000 [ap]- $22,718,000
According to the petition, Lotus expended substantial resources (approximately $27,000,000) in the past 12 months in order
to bring Elise into compliance with the Federal Motor Vehicle Safety Standards and other U.S. regulations. Specifically, Lotus
invested approximately $5,000,000 in order to obtain a suitable engine supplier capable of complying with U.S. emissions
standards. Next, Lotus developed an FMVSS 208 compliant air bag system. Significant resources are currently being expended in
order to bring Elise in compliance with all other Federal Motor Vehicle Safety Standards, including FMVSSs 208, 210, 212, 214,
219 and 301.
As previously discussed, the Elise was not designed for the U.S. market and does not have a conventional bumper system or
the underlying bumper structure. Instead, it was designed with "clam shell" body parts. According to the petitioner, installing
a compliant bumper system would require re-designing the entire body of the automobile.
Petitioner considered equipping the Elise with an "interim headlamp" that would comply with FMVSS No. 108. This headlamp
would not feature a polycarbonate cover currently on the vehicle, and would have been assembled from "off-the-shelf" parts.
However, the development of this "interim headlamp" would cost $500,000. Because Lotus anticipates introducing an all- new,
fully compliant Elise in 2006, the projected number of vehicles sold until the introduction of the new 2006 model could not
justify this investment.
Petitioner contends that installation of "an interim headlamp" without a polycarbonate cover would also significantly
decrease forecasted sales because aesthetic appearance of the automobile would be compromised. Lotus marketing research
forecasted a sales decline of as much as 30%. Further, the absence of the polycarbonate cover would have a negative effect
on vehicle aerodynamics, and would decrease fuel economy. Finally, Lotus indicated that installation of "interim headlamps"
could result in U.S. customers purchasing aftermarket or "European-spec" headlamps and installing these headlamps on their vehicles.
As previously stated, Lotus plans to introduce the second generation Elise in late 2006. This vehicle will feature compliant
headlamps, bumpers and advanced air bags.
IV. Why an Exemption Would Be in the Public Interest and Consistent With the Objectives of Motor Vehicle Safety
Petitioner put forth several arguments in favor of a finding that the requested exemption is consistent with the public
interest and the objectives of the Safety Act. Specifically:
1. Petitioner notes that the current Elise headlamp does not pose a safety risk because the headlamp's photometrics are very
close to the requirements of FMVSS 108. The headlamp has also been subjected to environmental testing, and has a good warranty record.
2. Petitioner argues that the clamshell body system utilized by the Elise vehicle acts to reduce low-speed damage even in the
absence of conventional bumpers. In a situation involving greater damage, the cost of an entire fiberglass clamshell is comparable to
bumper-related repair costs of other "high-end" vehicles.
3. Petitioner suggests that denial of the petition would prevent Lotus from introducing the Elise for a period of three years and
would in fact cause Lotus to seize U.S. operations. This would in turn result in loss of jobs by Lotus employees in the U.S. *5
*5 In the event the petition is granted, Lotus anticipates hiring more employees and expanding its dealer network.
4. With respect to consumers, petitioner argues that denial of the petition would limit consumer choices by eliminating Lotus from
the marketplace. Lotus contends that its continued presence in the U.S. is needed in order to provide parts and service for the
existing Lotus Esprit customers.
5. Lotus remarks that due to the nature of the Elise vehicle, it will, in all likelihood, be utilized infrequently as a "second"
or a recreational vehicle.
6. Finally, Lotus notes that the Elise does comply with all other Federal Motor Vehicle Safety Standards, and features
above-average fuel economy.
V. How You May Comment on Lotus's Application
snip...
Instructions: All submissions must include the agency name and docket number or Regulatory Identification Number (RIN) for this rulemaking.
Note that all comments received will be posted without change to http://dms.dot.gov, including any personal information provided.
Comment closing date: November 24, 2003.
Issued on: October 20, 2003.
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NEW Lotus Exige Announced
PRESS RELEASE
New Exige to Change the Rules
Hethel, UK
8th September 2003
Not since the arrival of the Elise has any car made such an impact. Now, as the current Elise improved on the original
icon, so the Exige is to perform the same feat. The new Lotus Exige bears all the hallmarks of a true racer. Large air intakes
and front splitter dominate the cars aggressive front stance. Sweeping lines and extended air scoops lead into the commanding
rear haunches and spoiler, proudly displaying the cars racing intent.
With Lotus Design working in conjunction with Lotus engineering and aerodynamic teams to achieve an optimum driving experience,
the Exige performs as dynamically as it looks. Powered by a 1.8 litre 4 cylinder 16 valve engine with VVTL-i variable valve
technology and mated to a close ratio six-speed manual gearbox, the Exige will sweep effortlessly past 60mph in under 5 seconds
whilst breaking the 140mph mark with ease. With an output of 190bhp, the Toyota Motor Corporation manufactured engine is perfectly
suited to the Exige, revving to around 8350rpm.
As with any Lotus, perfect dynamics are key to the product. Tuned by Lotus’ world famous Ride and Handling team, every conceivable
component, such as suspension, wheels and tyres have been developed to provide the ultimate performance both on and off the track.
The Exige will be unveiled at the 2004 Geneva Motorshow for the UK, Europe and Asia-Pacific markets. Details of specifications
and price will be announced closer to this unveiling date.
The K-Series engine will continue to be used within the Elise range for the foreseeable future.
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