Lotus Elise Series II (2001 - To Date)
BY ANDY ENRIGHT
When the definitive automotive history of the 20th Century is written, the Lotus Elise will be worthy of a lengthy footnote. Although the original Series I car was the version that broke new ground, the Series II is a more accomplished proposition. Better built, prettier and an even better handler, the Series II Elise is an attractive used target. Heres the lowdown on this king of light entertainment.
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A 111S model is also available that includes niceties such as carpet, a beefier stereo system and leather trim. If youd like a hard top and air conditioning on top, youll nudge towards the price of a Porsche Boxster. Whilst it may be detrimental to Lotus revenue stream, loading an Elise up with gewgaws does seem to be missing the point somewhat. Best to stick to the standard Elise 111 and revel in its purity.
The Elises chassis is unchanged but a few minor modifications have been wrought elsewhere. The eight-spoke alloy wheels are the most obvious eye catcher, but the tyres are still the same size. The same size as the standard Elise that is, as the rears are, in true Elise style, an inch bigger in diameter than the fronts. A neat rear diffuser sits beneath the twin exhausts and this is probably the view that many drivers will get when they challenge a 111 to a stoplight grand prix.
The 111 shares the redesigned hood with the rest of standard car. Stopping short of the roll bar it no longer resembles an ill-fitting toupee and looks far better integrated. Practicality is something of a token afterthought. Theres a narrow space behind the front seats, and a tiny boot, but thats about it.
Entry and exit from the Elise requires a fair degree of suppleness, especially with the hood up, and will deter any female occupants from wearing a skirt. Even Lotus test drivers look like theyre trying to effect a sneaky exit from a curry house toilet window when getting out of an Elise. Best to leave the hood off, the windows down and just step over the door.
The days of Elises being bulletproof investments have long passed. The availability of a whole host of rivals and the eroded novelty factor have seen the Elise return to mortal residual values. The Series II car is perceived as a better built and more desirable proposition than its predecessor, however, and youll still need £15,700 for a 51-plated example. A 52-plated car retails at around £17,000.
Pricing the myriad of specialist models is a trickier ask, but expect to pay £17,700 for an 02 plated 111S. Part of the difficulty in valuing Elise models is the fact that they rarely cover significant mileages and, as is frequently acknowledged, the amount of kits, options and aftermarket extras available mean that no two cars ever seem to be alike. Insurance for a standard Elise is Group 17, and the Sport 135 and 111S models are Group 18. It may be best to consult a specialist insurer if your car has been modified extensively, and make sure youre well covered if you intend to take your Lotus onto a race track.
The accelerator pivot bolt can work loose on the complex cable mechanism under the dash. Trying to resolve this problem by adjusting the cable will result in partial throttle opening. The pivot bolt works loose gradually and if you find it early on it can be fixed by re-tightening the bolt with a 7mm spanner and some time spent on your back in the footwell. If the problem has gone undetected for a while, the bolt threads will be damaged and it must be replaced.
The Rover K Series engine is a hardy little beast, the main problem being that later cars leak coolant from the sealings around their plastic intake manifolds. Always ensure that the engine has been treated to frequent oil checks and changes. If the owner has receipts for frequent synthetic oil changes, you know youre onto a winner. Head gasket problems have materialised on some K Series engines but the engine was modified in March 2001 to rectify this issue.
The cam belt will need changing every six years or 54,000 miles, whichever arrives first. Negotiate hard on cars approaching this mileage which have yet to have the work done, although the job only costs around £200 to do. Gear selection should be clean and easy, although many keen drivers will have modified the linkage cable for a quicker shift. The toe-link joints in the rear suspension are particularly prone to wear, but at £11 each, replacements wont break the bank.
A number of problems such as the rattly pedal box, sticking windows, steering rack wear and faulty boot release cable were addressed with the Series II car but the later cars can occasionally suffer from loose undertrays and its recommended that the zinc-plated bolts are replaced by stainless steel ones.
(approx based on a 2001 Elise 1.8) Lotus spares are agreeably cheap, as are servicing costs. The key complaint amongst Elise owners regarding replacement parts is the long wait for replacement body panels. Given the length of the British summer, an eight to ten week wait for a body panel can become a massive inconvenience.
Other spares are far more readily available. Front discs cost £90, a headlamp unit around £135 and a new windscreen is £240. A door mirror is £115, a front shock absorber retails at around £145 whilst a rear silencer, including tail pipes and trim, wont leave you much change from £400.
Whatever faults, inconveniences or costs youll have to contend with elsewhere, this is where the Elise cranks the equation way over onto the positive side. As ever, the focus is on ultimate driving pleasure. The standard cars K-series engine is tuned to 120bhp, up a couple of horsepower on the old unit. Should you want more power, a pair of Elise 111 models exist, but most will find the standard car quite adequate.
The close ratio five-speed gearbox that was such a hit with owners of the old Elise 111S has found its way into the latest car, along with a remapped engine control unit to give more aggressive throttle response. This shorter gearing affects the cars performance, which means that top speed is down 1mph to 125mph, although the Elises sprinting ability has been transformed. Its now possible to hit 60mph in only 5.7 seconds, and 100mph is attainable in just 17.
2 seconds, 0.2 and 0.8 seconds quicker respectively than the best figures the old car could generate, despite a weight penalty of 22kg. The 111 is quicker still, its 156bhp version of the same engine capable of propelling the car to 60mph in 5.
1 seconds and on to a top speed of 131mph. Youll recoup a tiny bit of the additional asking price back at the pumps, though as the 111 is, somewhat improbably, more economical than the standard car. Speak to Lotus nicely and they will even sell you a 190bhp warrior designed largely with track days in mind. Despite the attractions of the 190bhp rocket, the Elise 135R is probably the best balanced Elise currently available if pure driving pleasure is your bag.
The Sport 135R differs from the 111S in offering less power but more poise, the stiffer suspension and close ratio gearbox making it a purer tool. Whether it would be quicker around a track is open to debate, the 135R probably having the edge on a twisty circuit where a talented driver could negate the 111s torque and horsepower advantage. The 135R isnt going to appeal to everybody in fact the ride is so stiff over city streets that it will test the patience of all but the most committed. Anybody who has completed a fair few laps in a Mk1 car will know the meaning of lift off oversteer, which for the uninitiated is that moment when you lift off the gas whilst cornering at full commitment, causing the weight to shift to the front of the car thus making the back end spin out.
Although a light car like the Elise will often spin innocuously to a standstill by the side of the track in a short distance, it was a trait that Lotus were determined to iron out of the Mk2 car. The 135R will benignly tuck its nose in if you attempt to provoke it in this fashion, and it requires a combination of lifting off followed by a wilful boot of the accelerator pedal to get the back end unstuck. Those who enjoy thrilling trackday spectators with a flashy display of tail out heroics should stick to their BMW M3s. Whats interesting is that Lotus engineered this trait out of the Vauxhall VX220 by fitting it with relatively slim front tyres but for the 135R, they feel confident enough to fit bigger rubber up front, a testament indeed to the inherent rightness of the 135R suspension set up.
Although there are plenty of rival attractions for your cash, if you want a lightweight sports car that can double up as a track car with a minimum of fuss, the Lotus Elise is still king. A little more civilised but no less serious, the Series II model makes a decent used buy, especially if you track down a car that has led a pampered existence. Believe it or not, these do exist, usually owned by those who find the car a little uncompromising for High Street posing. Find a good one and youll wonder why it took you so long to get behind the wheel of a car that makes almost everything else look seem dull-witted and bovine.
A true five-star car.
