Four-wheel disc brakes with ABS complete the Elise's impressive ride and handling ensemble. Suffice to say vented and cross-drilled rotors, each the size of a pie plate, combined with two-piston Lotus/Brembo front and single-piston Brembo rear calipers are more than up to the task of bringing such a lightweight car to a stop. In short, drivers are likely to find Elise brakes nothing short of eye-popping. Modulation is linear and seamless.
The Elise is not just quick around corners, it's also fast. All Lotuses sold in North America are powered by a version of the 1.8-liter Toyota 2ZZ-GE inline four-cylinder engine. In a different version, it was used in the last-generation CelicaGT, and also in the Toyota Matrix GT and the accompanying Pontiac Vibe GT. For the Elise, output has been increased to 189 horsepower, and the supercharged SC has 218 horsepower.
Peak torque is achieved at a dizzying 6800 rpm, and the torque curve itself is comparatively steep. Owing to a variable valve timing (VVT) system that switches modes at 6200 rpm, engine delivery below that speed is strong enough for most street applications, but absolutely sizzles beyond that when it crosses that 6200-rpm threshold. The engine's a real revver, and exceptionally strong all the way to its 8200-rpm cutoff.
Lotus uses a very close-ratio six-speed manual transmission in all its vehicles. The result is great on the track, where revs and speed are readily maintained from gear to gear. Everyday street use is a little more labored, where fifth and sixth gears are close and sixth-gear engine speed at 70 mph is around a relatively high 4000 rpm. This is okay for the first hour or so of freeway driving, but then the combination of noise and excitement just behind your head makes you want to stop, rest and recalibrate.
Fuel economy is an EPA-rated 21/27 mpg City/Highway. Low gearing and the high-revving nature of the engine cost the Elise in terms of fuel economy, but it's much better than any Ferrari, Aston Martin or Lamborghini might deliver.
The shift quality is good, as might be expected from a transmission supplied by Toyota. Synchro action is seamless, and shifts are quick. The clutch is light and predictable in its travel and engagement. There is some clunk-clunk in the shift linkage, resulting as much from the assembly being encased in a minimally insulated surround as from the action itself. The sound and feel of going from gear to gear can best be described as minimalist bordering on unrefined. Everything is done in the interest of simplicity and the lightest possible weight, so the driver becomes more a part of the car. Next Page