The new Lotus
 

0-60 in 4.4 sec. 1/4 mile in the 12 sec. range.
$40,000
What does everyone think?
The ultimate affordable sports (true) car.

The Baller thinks so.

Comes in a bunch of cool colors

nice

It's a beautiful car. I may get one in addition to my 8 one day. From what I remember from reviews, it's a great handling car, but really beats you up much worse than the 350Z and is not a good choice for a daily driver. But for a weekend/autox car I think it's a great choice at a very affordable price.

When the new year started i put up 3 pics of cars i wanted to buy this summer on my office wall. A RX-8, BMW M3 and Lotus Elise. I went with the 8, but wouldn't mind having one of these bad boys. Awesome car

1950 pounds

Yes 1950lbs, powered by a tuned Toyota Celica motor. But, 40k??? :(

Nice car but it's all fiberglass and the engine is actually not very powerful. The car is very light and handles pretty good. It is a true sports car mainly because you can't drive it every day.... it doesn't even have a truck! I would say it's an nice expensive toy.

Wow. I wonder how much pounds would be shed if a renesis was put in there. Like it needs to lose weight anyway.

The new Porsche and Mercedes supercars are composite construction also......."not that powerful" 0-60 in 4.4 and 12 sec. quarters.......seems fast to me....
The complex front and rear clarnshells of the Elise required a return to labour intensive 'hand-lay', much to the frustration of the manufacturing team. This entailed first spraying a gel coat finish into the mould to give the panel its smooth surface. The correct grades of glassfibre matting were then cut from templates and laid in before skilled operatives brushed resin on and laboriously smoothed the surface with a hand roller to remove air pockets. Each mould was made up of different sections, which were then unbolted to release the panel to be sent for baking and air curing before a second visit to the oven. Although patchy quality can be a drawback to hand-lay, the finish of the Elise was very good, with none of the kit-car feel that glassfibre can acquire. 'Hand-lay is pretty crude,' admitted Tony Shute, 'but the tooling cost is quite low and you can change it right at the end of the programme. When you're doing a twoyear programme you get stuck into doing things like that.'

Some panels, such as doors, bonnet, windscreen frame and sills, could be made using the quicker and less labourintensive VARI (vacuum assisted resin injection) process, developed for the 1974 Elite. This method involves spraying the gel coat on to a female mould, laying the matting and then fitting a male mould and creating a vacuum into which liquid resin can be injected. The stronger crash structure was made by the more costly high-pressure resin transfer moulding (RTM) system. Once a set of panels had been produced it was taken to the machining area where a high-power water jet trimmed imperfections and cut apertures such as the headlamp holes. After final tidying by hand the panels then moved to the paint shop to be primed, painted and lacquered then baked in an oven to cure the finish. A check for blemishes under daylight inspection lighting was made before they could be sent to the assembly line.

Early chassis production was at the Hydro plant in Tonder, southern Denmark, but from 1998 it transferred to the new Hydro factory in Worcester, reducing costs and complications. The construction process and bonding techniques were conceived by Lotus, but carried out by the experts at Hydro. Once the aluminium had been extruded and machined, it was anodised to pre-treat the surface before the adhesive was applied and the structure assembled in a jig. The bonds were executed in a controlled environment with careful monitoring of temperature and humidity to ensure every bond was perfect, before the rivets could be applied and the structure removed from the jig for the adhesive to be oven-cured. Steel parts such as wishbones and rear subframes were machined at Hethel, with pressings stamped by computercontrolled tools and welded in jigs by trained operatives, before being sent away to be zinc galvanised.

Lotus-made and sourced parts met the chassis in the assembly area, more a progressive coming-together of components than the automated approach of motor industry big boys. The chassis was mounted in a rotating frame and first the wiring loom, then the steering rack, pedal box, handbrake, gear linkage and fuel tank and lines were fitted. Once the rear subfirame was in place the Kseries engine could be lowered in and the suspension, brakes and roll bar added. Next, the glue came out again to bond in the crash structure, windscreen and body, which aligned on special pick-ups designed-in as part of the extrusions. The clamshells themselves were fitted with lights and grilles on a sub-assembly before meeting the chassis.

With the body in place, the suspension was aligned, a job made significantly easier by the Hunter rig, which accurately aligned the wheels using hub-mounted sensors. The in-house moulded doors and seats, as well as soft-tops and vacuummoulded plastic parts, were hand-finished in separate sub assemblies before being fitted on the line. Once completed, the car was checked over, fired up and taken for a shakedown on the track before being tested for leaks. Twice a week, a car was selected at random to be given a full quality audit both in the factory under the daylight quality lights and out on the track to ensure standards remained as high as possible.

As further variations appeared on the same basic tub (see Chapters 3 and 5), there was a new challenge for the production team. 'Factory 1 became a more flexible assembly line, introducing 135s, 160s, 11 1Ss and 340Rs,'recalled Dowton. 'We had to work out different times for different processes for each model. At one time, we were producing 60 cars a week with five different variants on the line; every 30 minutes we'd produce a car. I was so proud of those people and what we achieved during that period of time.'

From Elise, Rebirth of the True Lotus by A

2005 LOTUS ELISE

Vehicle type: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster
Estimated base price: $39,000
Engine type: DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 110 cu in, 1796cc
Power (SAE net): 190 bhp @ 7800 rpm
Torque (SAE net): 133 lb-ft @ 6800 rpm
Transmission: 6-speed manual
Wheelbase: 90.6 in
Length/width/height: 149.0/67.7/44.0 in
Curb weight: 2000 lb

Manufacturer's performance ratings:
Zero to 60 mph: 4.9 sec
Zero to 100 mph: 12.6 sec
Top speed (drag limited): 155 mph

I would take the Garaiya Autobacs car over this one... even though it costs $55k for it... But you get to customize it to your liking.. any color, light as heck, interior custom..etc.

Too bad those suckers have a REALLY long wait list, and not coming to US anytime soon.

1.06 g

It’s quick on its feet, too, the most seductive of this car’s dynamic traits. The steering is quick and informative, grip is abundant—the Elise was the skidpad champ at 1.06 g, thanks to its Yokohama Advan A048 tires (part of the $2480 Sport package)—body roll is essentially nil, and the car communicates every move to its driver at a level that’s almost telepathic.

One of our former Forum RX-8 owners, Sin, is on the list for getting one of these. He is under 100, waiting list wise, but he said it would be at least late fall before he gets his.

Symbolic motors has me at number 17!
Mine will be black with a red leather interior and sports pak.

chassis

Baller, you're in for a treat. I've had my eye on this since they started making them. It looks like Lotus will really try hard on this one too. They are wanting early success and happy customers so they can grow their company. I'll bet it will be a fun and unique owner experience, like the RX8 is.

Since I noticed you're in Vegas, I have to mention renegadehybrids.com. They came recommended to me from a soon-to-be customer who has driven a 944 conversion of theirs. The 944 was a great handling car, and has a rather nice inside, even by todays standards. Because of engine/transmission reliability, you can pick up a structurally sound one for very little. They will yank the engine and throw in your Chevy V8 of choice. Now you have extreme hp for street or track, for very little investment or insurability money. And I think they are out of the Vegas area!

You talk my language my brother......a 944 with a V-8 WOW.....

...wouldn't that be like, a 928s?

i thought 944's had those small and weak V8's in 'em right from Porshe... no??

besides, a V8 conversion FC (of the same year) is better. 944 is IMO the worst Porshe ever (so damned ugly).

I saw it in person in the Detroit auto show, it smaller than a Miata!! I think it's kinda ugly, the only good thing is the performance! But $40K? Too much... I'll better take a 3rd gen RX-7 instead. 0-60 4.9sec, quarter mile in 13.8, 0.99g lateral accel for less than half the price and a turbo rotary!!! mmmmm

I don't think it looks that good. It seems too busy

i believe the renesis is heavier than most 4 cylinder engines but lighter than 6 cylinder engines

awesome looking inside and out - too bad it's a death trap.