Welcome to Club111!
We are proud to announce the formation of Club111, the premier U.S. organization for fans of the
Lotus Elise. A new car, a new club.
Club111 is an extension of EliseTalk.com, representing the largest Elise web community here in the
states. Modeled on the success of our sister organization in the UK, SELOC, and patterned after the well
managed Golden Gate Lotus Club, Club111 will be the means for this already vibrant community to come
together in person. In conjunction with other Lotus clubs across the globe, and with the support of the
Elise aftermarket, our aim is to strengthen the Lotus community as a whole. At track days and autocross
events, concours and back road drives, charitable and social events, Club111 is the place for Elise
enthusiasts to gather and share their passion for the greatest sportscar of our time.
With a membership in Club111 you will receive - Electronic or printed newsletters, on-line and printed
technical tips, the latest news on the Elise, an Elise buddy-finder, vendor discounts, access to Elise
track days, driving schools, and autocrosses, and more.
Club111 welcomes your involvement as part of something new. As an active group of Elise owners and
enthusiasts, we can make a difference.
Club111 is being set up as a not-for-profit corporation that exists solely as a resource and benefit to
it's members. Club111 is not affiliated with Lotus or Lotuscars USA.
For more information go to www.elisetalk.com
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US Elise Autocrossed at WCLM
A pre-production Elise was autocrossed by SCCA Solo II National Champion, Randy Chase at the West Coast Lotus Meet
on May 22, 2004. Below is Randy's impressions of that drive. Photos of the event can be found elsewhere on the GGLC website
I have spent the last 15 years autocrossing midengined MR2s, the last few years in Spyders and my shifter kart. I think this gives me a good basis of comparison. How does the Elise stack up against them?
The Elise has phenominal turn in. Just flick the wrist and it goes. This is much more nimble than the MR2s were, much closer to what my shifter kart can do. Heading into offset gates, I was able to maintain
speed and just flick the steering wheel and the response was immediate. Snick. Almost aim for the cones. Flick. Snick.
Acceleration was brisk. Like my experience autocrossing an S2000, below the power band, it feels like it could be faster, but it was still accelerating quite well. The red shift light took some getting used
to (red lights coming on, on the dash, are normally a bad thing). It also took some getting used to, to keep the car in the upper power band, I need to get better at that. I fought the urge to shift at 6500rpms.
You knew when the cam change over happened... you could feel the extra power come on instantly. Not abrupt, I don't think it's something that will upset the car on the track. Just all of a sudden, there is more
power there, like the car got it's second wind. It's brief though... you will be shifting or braking for the next corner shortly.
Slaloms were amazing. As I have mentioned elsewhere, I attacked the slaloms. My slalom technique is always a bit brutal, the hell with smoothness (works for me!). Stab or lift, stay ahead of the cones, mash
the throttle...all the while without upsetting the car...get it to rotate around each cone and maximize speed. To my surprise, I was going through the slaloms at the same speed I would in my MR2, which is quite
well prepped and on racing Hoosier tires. What? On street tires? Wow.
The turn arounds were a test of the car's balance. You could create an understeer condition by overdriving the corner, but it was also very easy to correct by opening up the slip angle of the front tires and
adjusting throttle. If you managed your corner entry speed and applied throttle to the apex, you could do so wth minimal understeer. On the 180 degrees turns, I modulated the throttle because of understeer, but
inside rear wheel spin never showed (which may be a factor of the asphalt and street tires).
Oversteer was easy to induce also with a lift or in some cases, power on. In other words, the balance for this non-Sport Suspension car was pretty neutral.
One thing that surprised me (this is on the video I took) was when I screwed up a corner and started to lose it, the correction was interesting because the car grabbed and regained traction almost too quick.
It surprised me. I had to quickly react to get the car pointed straight again.
ABS was not obvious. I never noticed it. On this course, the finish was a tight wiggle and then too short (like 30 feet) of stopping room. I felt like the car was threshold braking as I could feel the tires
chirping and doing very small amounts of lock up under very hard braking.
In general, this car was a lot more than I expected since it was not a sport suspension car and it was on street tires. After a few runs, I was able to do 41 second runs consistently, which I think was quick
compared to the race tire shod Europa and the Sport 190. I think also, the car was easy to drive, very intuitive. A very good driver can get more out of it, but I think a newer driver will be instantly rewarded also.
This car really works. The big question left in my mind, is how much better would a sport suspension car with sticky tires be?
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US Elise are coming!
Reports are that Fed Elises (type 121) have been loaded into containers
and are heading to the US! Expected arrival in dealers for the first customer cars is late June. This first shipment includes dealer
demos and early customer cars.
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Los Angeles Times Reviews the Elise
April 14, 2004 - Los Angeles Times reviews the Elise.
"In the Elise, the physics of performance driving — weight transfer, coefficients of friction under the tires, roll centers and moments, the stuff of endless chalk talk at driving schools —
are all so vivid and obvious. This is how a car is supposed to work."
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LCU Launch US Elise to Press & Dealers
The US Lotus dealers and major Press were officially introduced to the Elise at the Barber Motorsport
Park just outside Birmingham Alabama this week (March 29, 2004).
The dealers were treated comprehensive presentations that described options, aftermarket parts and accessories, roadside assistance programs and
and more. The best part was driving one of the 12 Elise on had either on track or on an autocross course.
Lotus brought out their best, Roger and Matt Becker, Alistair McQueen and ex-LotusSport driver and SCCA World Challenge Champion, Doc Bundy.
One dealer returning from the introduction simply said, "WOW!"
He then explained, "The balance, brakes, power delivery and steering provide excellent feedback on what the car is doing and allow for adjustments
that would be risky in many other cars. It responds immediately to input.... you'll be laughing with how easy it is to control."
Zack Zarcadoolas, Rapier Racing and Instructor with the Porsche Driving Experience (PDE) was one of the professional drivers who drove the Elise Launch
at Barber. Here's Zack's words...
"I could, but won't, repeat all sorts of positive things you have heard before. What I will tell you that amazed Doc (Bundy) and myself was the
car is 5 seconds a lap faster around Barber Motorsports Track than the Porsche 911 we use in PDE. I think that says it all."
George Barber Drives the Elise
Another neat story was that George Barber (the owner) showed up at the event to do a quick meet & greet. He's known to do this with most every major group
that uses the facilities. As is common he is invited to try out the cars. As a known and competent race driver the companies are always interested in getting
his feedback. Typically, he goes out in the car, does a couple of courtesy laps and returns, thanking the manufacturer for the opportunity.
Well, the same happened last week. He was invited to take an Elise out for a run. He was expected to turn his usual couple of laps, step out, "Thank you LCU"
and go about his handshaking duties.
Instead he blew by the pits after the 2nd lap, and then again the 3rd, and after the 4th, and on, and on, and on...
After over 20 laps (over 40 minutes) he pulled into the pits and sat in the car, refusing to get out and babbled about how incredible the Elise was. After a
number of minutes he climbed out, still running on about the how fantastic the Elise is.
I guess we'll see an Elise at Barber Motorsports soon...
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| US Elise Press Cars Land!
The first US Elise cars rolled into Lotus Cars USA. Right on schedule!
At LCU there is a buzz of activity, as everyone is focused upon preparing the cars and every conceivable detail to make the press
and dealer launch event a huge success.
The Press and Dealers have been invited to the Barber Motorsports Park the week of March 29th. There the press and dealers
will have the opportunity to get the Elise "Experience" first hand. The festivities will include drives with Lotus test and development
engineers and ex-LotusSport driver and SCCA World Challenge Champion, Doc Bundy.
Following the press and dealer launch LCU will begin training classes for the Service Technicians. Dealers must send at Technician to
the class to be trained on the new model.
The GGLC was invited to visit LCU days before the cars were loaded up for their week of introduction work.
Here are few select photos of the first production US Elise car on US soil.
Saffron Yellow and Chrome Orange
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Krypton Green
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Aubergine Elise
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Chrome Orange Up Close
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Krypton Green Up-close
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Aubergine Elise Up-close
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| SCCA Classifiies Elise in T1
In the February issue of Sports Car "The Official Publication of the Sports Car Club of America". In the section
"Fastrack News" on Page F-27, it has the new car classifications. They are putting the 2005 Lotus Elise in T1. What's interesting
is the other cars included in the list. 2003-04 Porsche GT3, 2004 Corvette Z06, 2004 Maserati Coupe, and the last but certainly
not least the 2003-04 Dodge Viper SRT-10.
It looks like SCCA is up to it's old tricks making Lotus into a giant killer. Of course
when the little Elise blows the doors off the Vette and the Viper, they'll add a couple hundred pounds of lead and call it a fair
fight. Here we go again.
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| DOT Grants Lotus Waivers for US Elise
From the DOT Waiver...
This notice grants the Group Lotus Plc. (Lotus) application of for a temporary exemption from Paragraph S7 of Federal Motor Vehicle Safety Standard (FMVSS) No. 108,
Lamps, reflective devices, and associated equipment; and Part 581 Bumper Standard. In accordance with 49 CFR Part 555, the basis for the grant is that compliance would
cause substantial economic hardship to a manufacturer that has tried in good faith to comply with the standard. The National Highway Traffic Safety Administration (NHTSA)
published a notice of receipt of the application on October 24, 2003, and afforded an opportunity for comment.
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Lotus Announces Elise 111R
Hethel, England: February 2004
The Lotus Elise 111R is the latest addition to the Lotus stable and introduces to the market the most powerful and highest performing production Elise.
With a VVTL-i engine (Variable Valve Timing and Lift-Intelligent) producing a maximum power output of 192 PS (189hp, 141kW) and 181Nm (133.5 lbs.ft) of torque, the Elise 111R sprints
to 100km/h in 5.2 seconds (0-60mph in 4.9 seconds) and 160km/h (100mph) in 13.0 seconds before reaching a certified top speed of 241km/h (150mph).
This performance is achieved through a balance of environmental considerations with the fully Euro IV Emissions Compliant engine helping the Elise to return 8.8 litres/100km (32.1mpg)
on the combined cycle, as well as the very low figure of 208g/km of CO2 emissions.
For the first time, track tuned, high specification ABS with servo assisted brakes is offered as standard on the Elise 111R.
Through careful management of weight and clever design the Elise 111R weighs in at 860kg (1892lbs) - unladen with no options - giving a power to weight ratio of 223PS/tonne (220hp/tonne, 164kW/tonne).
The Lotus Elise 111R goes on sale in February 2004.
Background
The Lotus Elise is a true sportscar that has taken the world by storm, winning countless awards for handling, innovation and just pure fun. The Elise was first unveiled at the Frankfurt Motorshow
in 1995 before entering production with first deliveries in August 1996. Since then, over 17,000 Elises have been built – some achievement for a car that was originally designed to be built in volumes
of only 700 a year! The Elise was designed as a sportscar to be appreciated by real driving enthusiasts, fashion leaders and those who really appreciate technology and innovation.
The Lotus Elise introduced a range of technologies that revolutionised the automotive industry; such as a chassis made from extruded and bonded aluminium, a composite energy absorbing front crash
structure and light weight composite body panels. The whole car weighed in at half the weight of an average family saloon. This light weight bestowed the car with phenomenal acceleration and handling.
In 1996 the Lotus Elise was easily pulling 1g in steady state cornering with standard production tyres and a 0-100km/h (0-62mph) in 5.9 seconds.
In 2000 Lotus introduced the second generation Elise. This evolutionary car, arguably one of the most important cars in Lotus’ fifty-two year history, added to the technology introduced on the
Elise in 1996. It was a big stride forward, achieving the quality standards expected of a world leading sportscar manufacturer and globally respected engineering consultancy. This Elise introduced
industry standard quality, much of it based upon the learning gained from working with Lotus’ global motor industry partners.
All Lotus Elises are hand assembled by skilled craftsmen at Lotus' headquarters in Hethel, England. Each Elise takes about 100 man-hours to build and the final product is fine testament to the
skills of Lotus.
The Interior
As soon as a driver sits behind the wheel of a Lotus, they instantly know that they are in something special. From the composite sports seats that hug the driver under the g-forces that are
experienced on cornering, acceleration and braking, to the race designed steering wheel and the extruded aluminium pedals perfectly suited to both cruising as well as hard driving - the Elise is
a car that invites to be driven.
The twin instrumentation dials show road speed and engine speed (for the 111R, now showing to 10,000rpm) and are updated for 2004 across the whole of the Elise range, with clearer graphics
and orange back lighting which is proven to be easier on the eye. Links between the Elise and the track have always been strong, and the ambience of the facia and trim with the chassis tub sides
provoke a strong sense of being seated in a racing derived but comfortable cockpit.
A four speaker Blaupunkt stereo system with CD player is provided as standard along with a radio receiver wiring loom including dipole aerial kit located in the front of the Elise 111R.
The legendary chassis…
During the early days of the original Elise development programme, Lotus searched for an appropriate and available chassis technology for its new lightweight sportscar. Unable to find a
suitable technology, and unwilling to compromise, Lotus set out to change the rules. Lotus engineers looked outside the automotive industry and brought together aluminium extrusions and modern
aerospace bonding techniques to produce a lightweight and exceptionally rigid structure.
The ground-breaking epoxy-bonded aluminium tub chassis, unveiled in September 1995 represented a breakthrough in sportscar technology.
The structure is an assembly of individually extruded lengths bonded together by epoxy resin adhesive, a world first in automobile manufacture. The adhesive used to bond the Lotus chassis
achieves exceptional strength with the ability to absorb the most extreme loads, pressures and forces that it may encounter. Never before had a modern vehicle’s chassis been bonded together.
The bonding of lap joints provides a superior joint to traditionally welded butted joints (with bonded joints, there is no distortion of the material’s integrity at the join). Self-pierce
rivets further increase the structural integrity through reducing material ‘peel’ in the most severe of impacts.
The chassis received modifications in 2000, including lower, reinforced longitudinal sills to improve the access into the cockpit.
Now with the introduction of the VVTL-i power unit, further enhancements have been made to the rear of the chassis structure. Utilising experience gained from the development of advanced
lightweight steel, a new highly efficient rear subframe offers increased strength. In keeping with Lotus’ philosophy, this structure is an elegant integrated single solution for the engine
cradle and improved suspension and exhaust silencer mounting points.
Ride and handling that sets the benchmark…
The aluminium chassis allows vehicle dynamics engineers at Lotus to continue to set standards by which all other sportscars are judged. Indeed, the Elise continues to build on the
multi-award winning ride and handling for which it has become renowned the world over.
Lotus has taken a no-compromise approach in carrying over these philosophies to the Elise 111R. The development team has succeeded in creating a car that leaves the driver craving more
time in the cockpit and more road on which to enjoy the thrill and engagement of each journey.
Run in parallel to Lotus’ USA (Federal) Elise programme, the 111R faced a gruelling development programme exceeding 500,000 miles throughout 2003 that took the car across Europe and
the USA. This has resulted in an exciting and progressive ride and handling package that integrates the constituents that make up the dynamics characteristics, tuning them to work in harmony
with each other, the driver and the road.
For the Elise 111R, the Eibach coaxial coil springs and Bilstein high pressure monotube gas dampers have been retuned and optimised to maintain the Elise’s trademark agility, body control
and poise while improving the isolation of both smaller and larger impacts.
The unique Bridgestone Potenza RE040 tyres (175/55R16 front and 225/45R17 rear) have been carried over from the Lotus Elise and the Elise 111S. The Lotus Ride and Handling team have
maximised the ability to hone the chassis and tyre characteristics to ensure that this latest and highest performing version of the Elise holds true to Lotus’ values of peerless ride and
handling and pure driving fun.
An ABS system like no other…
The servo-assisted four-channel system individually monitors and distributes braking force to each wheel as required, enhancing braking performance and minimising stopping distance.
However, Lotus has specifically tuned the initiation point to allow a skilled driver to maximise the potential of the braking system through the utilisation of forward weight transfer.
In the event of the driver demanding more braking performance than is possible, only then does the system intervene to optimise the force generated at the wheel.
Power-to-weight in abundance…
Lotus undertook a thorough and exhaustive evaluation of a wide range of state-of-the-art engines. Toyota’s 2ZZ-GE 1.8 litre 4 cylinder 16-valve VVTL-i engine and C64 six-speed gearbox
was chosen as an outstanding package, excellently suited to the Elise.
This engine has breath taking power and torque characteristics, and critically for a Lotus, is lightweight, featuring a compact metal matrix composite alloy cylinder block.
A bespoke exhaust system has been developed for the Elise 111R with the twin exhaust pipes exiting through the rear diffuser.
Lotus subjected the 2ZZ-GE to a rigorous testing and development programme covering a wide range of extreme climate conditions from the Arctic Circle to the Arizona and Nevada deserts,
and at altitude in Colorado. Furthermore, the engine management system, bifurcated exhaust downpipe, and bespoke gearshift mechanism are designed and developed by Lotus, resulting in a
power unit perfectly integrated with the Elise’s chassis and dynamics.
Lotus has tuned the engine to suit the very essence of the Elise by employing a brand new, custom-engineered Lotus T4 engine management system (EMS). The software for the EMS was
designed and developed by Lotus specifically for the Elise 111R. All calibration and validation work was undertaken solely by Lotus engineers, ensuring that the Elise performs as a true
Lotus should.
Toyota’s world-renowned VVTL-i system allows the engine management system the flexibility to select the optimum camshaft profile, lift and timing across the full range of engine operating
conditions. This interaction between the Lotus T4 EMS and the VVTL-i system gives the Elise its optimum linear torque characteristics, peaking at 181Nm (133.5 lb.ft) @ 6800rpm coupled with
the peak power of 192 PS (189hp, 141kW) at 7800rpm.
The all-aluminium lightweight Toyota C64 six-speed gearbox is fitted with an all-new Lotus designed and developed shift operating mechanism. With the closest ratios and gearset afforded
by the transmission, the gearbox offers a fast, precise and light gearshift, ensuring drivers have total control and flexibility to apply the power exactly as and when required.
True to Colin Chapman’s philosophy of performance through lightweight, the power density available from the Toyota power unit gives the Elise a staggering 223PS/tonne (220hp/tonne,
164kW/tonne) and a 0-100km/h sprint in 5.2 seconds (0-60mph in 4.9 seconds)!
Proof, if needed, that there actually is a substitute for "cubic inches"!
Equipment
Standard equipment for the Elise 111R includes: half leather interior, sun visors, central door locking, Blaupunkt Lausanne radio CD-R/W player and Blaupunkt high performance front
and rear speakers.
Optional equipment includes a Touring Pack, which provides a combination of options designed to increase comfort and convenience, while still maintaining the essence of a Lotus sports
car. This pack includes: Auxiliary front driving lights, a choice of either full leather or Alcantara trim, a soft-top with sound and thermal insulation, electric windows, an upgraded
Blaupunkt Woodstock DAB radio, CD-R/W and MP3 player, interior stowage net, sound insulation, and full carpet with a lightweight aluminium passenger footrest.
Other options also include metallic paint, air-conditioning and a body coloured hard top.
Ends
PR Department, Group Lotus PLC
Hethel, Norfolk, UK, NR14 8EZ
Tel.: +44-(0)1953-608264
Elise 111R UK Specifications
| Specifications (UK)Engine |
Mid-mounted, transverse, 1796cm3, 2ZZ-GE engine, Metal Matrix Composite (MMC) & aluminium
lightweight and compact construction, 4 cylinders in line, water cooled, naturally aspirated
with double overhead camshafts exploiting a Variable Valve Timing & Lift with intelligence
(VVTL-i) system, hydraulic tappets, 4 valves per cylinder, multi-point sequential fuel
injection and electronic ignition. |
| Engine management |
Lotus engine control unit |
| Max Power |
141kW (189hp, 192PS) @ 7800min-1 |
| Max Torque |
181Nm (133lbft, 18.5kgm) @ 6800min-1 |
| Power to weight ratio |
164kW/t (220hp/t, 223PS/t) |
| Specific power output |
78.5kW/L (105hp/litre, 107PS/litre) |
| Emissions control |
Three-way catalytic converter. Euro IV emissions compliant with full On-Board Diagnostics (OBD) |
| Transmission |
C64 Gearbox, aluminium lightweight construction, 6-speed, close ratio, constant mesh helical gears and open differential. |
| Suspension |
Fully independent suspension utilising unequal length wishbones, Bilstein mono-tube gas damper, Eibach coaxial coil spring at each corner and front anti-roll bar. |
| Chassis |
Lotus designed lightweight structure of epoxy bonded aluminium alloy extrusions with integral steel seat-belt support structure
and lightweight steel rear subframe. |
| Steering |
Solidly mounted mechanical rack and pinion steering box with 2.8 turns lock-to-lock. |
| Brakes |
Servo-assisted, track tuned 4-channel Antilock Braking System (ABS) with Lotus/AP-Racing
twin-piston fixed aluminium alloy front brake calipers, Brembo single-piston sliding rear calipers and 282mm diameter, 26mm thick front and rear cast-iron ventilated & cross-drilled discs. |
| Gear ratios |
First 3.116:1
Second 2.050:1
Third 1.481:1
Fourth 1.166:1
Fifth 0.916:1
Sixth 0.815:1
Reverse 3.250:1
Final drive 4.529:1
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| Performance Figures |
0-60mile/h: 4.9s
0-100km/h: 5.2s
0-100mile/h (160km/h): 13.0s
Maximum speed: 241km/h (150mile/h)
Fuel consumption – urban: 12.1litre/100km (23.3mile/gal(UK))
Fuel consumption – extraurban: 6.8litre/100km (41.5mile/gal(UK))
Fuel consumption – combined: 8.8litre/100km (32.1mile/gal(UK))
C02 emissions: 208g/km (UK VED band D)
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| Dimensions |
Wheelbase: 2300mm
Track – front: 1457mm
Track – rear: 1507mm
Overall length: 3785mm
Overall width (door mirrors excluded): 1719mm
Overall width (door mirrors included): 1850mm
Overall height - midladen (as per unladen with 2x75kg occupants) 1117mm
Overhang - front: 783mm
Overhang - rear: 702mm
Ground cleareance - midladen (as per unladen with 2x75kg occupants) 130mm
Vehicle mass - unladen (running order, full tank of fuel, no occupants, no luggage) 860kg (no options) - 916kg (all options)
Weight distribution: 38% Front - 62% Rear
Fuel tank capacity: 40litre (8.8gal(UK)
Luggage capacity: 112litre / 50kg
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| Vehicle Specification |
Air conditioning: Option
Cross-drilled brake discs: Standard
ABS with servo assisted brakes: Standard
Silver 8-spoke lightweight alloy wheels - 5.5x16" Fr & 7.5x17" Rr Standard
Bridgestone Potenza RE040 – 175/55R16 Front & 225/45R17 Rear Standard
Tyre puncture repair aerosol: Standard
Tool kit Standard
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| Exterior Specification |
Auxiliary front driving lights: Option (Touring pack)
Solid paint: Ardent Red / Old English White / Saffron Yellow
Metallic paint: Starlight Black / Glacier Blue / Magnetic Blue / Nightfall Blue / Racing Green / Aubergine Purple / Bordeaux Red / Arctic Silver / Storm Titanium
Body colour door mirror covers: Standard
Black soft-top: Standard
Body colour hard-top: Option
Silver 3-piece rear diffuser: Standard
Sill stone-chip protection film: Standard (Clear / Black)
Front mud-flaps: Standard
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| Interior Specification |
Black carpet mats: Standard
Lightweight aluminium passenger foot-rest: Standard
Black carpet set with lightweight aluminium passenger foot-rest: Option (Touring pack)
Colour carpet set with lightweight aluminium passenger foot-rest: No cost option with Touring pack (Red / Blue / Stone)
Half-leather interior: Standard
Half-leather seats with inflatable lumbar support: Black
Cloth door panels: Black
Plain leather door inserts: Black
Leather interior: Option (Touring pack)
Plain/perforated leather seats with inflatable lumbar support: Black
Plain leather door panels: Black
Perforated leather door inserts: Black
Colour leather interior: No cost option with Touring pack (Red / Blue / Stone / Tan)
Alcantara interior: Option (Touring pack)
Alcantara/carbon-effect seats with inflatable lumbar support: Black
Alcantara door panels: Black
Carbon-effect door inserts: Black
Alcantara steering wheel centre: Black
Colour alcantara interior: No cost option with Touring pack (Red, Blue)
Central door locking: Standard
Electric windows: Option (Touring pack)
Black plain leather sun-visors: Standard
Interior stowage net: Option (Touring pack)
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| Entertainment & Security - Standard |
Audio kit: Standard
Blaupunkt TSx 402 high performance coaxial front speakers (pair) Within pack
Blaupunkt GTx 542 high performance 2-way coaxial rear speakers (pair) Within pack
Radio receiver wiring loom including dipole aerial kit within pack
Blaupunkt Lausanne - Radio, CD-R/W player: Standard
Blaupunkt Woodstock - DAB radio, CD-R/W & MP3 player, MMC/SD card reader: Option (Touring pack)
Immobiliser (Thatcham approved): Standard
Remote activated alarm (Thatcham approved): Standard
Tracker (stolen vehicle recovery system): Option
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| Entertainment & Security - Touring |
Touring pack: Option
Sound insulation within pack
Auxiliary front driving lights within pack
Black soft-top with sound/thermal insulation within pack
Colour soft-top with sound/thermal insulation within pack
Full black carpet with lightweight aluminium passenger foot-rest within pack
Full colour carpet with lightweight aluminium passenger foot-rest within pack
Black leather interior within pack
Colour leather interior within pack
Black alcantara interior within pack
Colour alcantara interior within pack
Electric windows within pack
Interior stowage net within pack
Blaupunkt Woodstock - DAB radio, CD-R/W player, MP3 ICE unit within pack
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Lotus Launches Fed Elise at LA Auto Show
The Lotus Cars USA press conference is scheduled for 10:40am Monday, December 30th at the Los Angeles
Convention Center. The GGLC will have at least 2 members on hand to report the announcement on the Federal Elise.
The Lotus booth at the LA Auto Show is a brand new layout and will feature 5 US Elise - Artic Silver, Saffron Yellow,
Racing Green, Magnetic Blue, and Ardent Red. In addition there will be a bare Elise chassis and an Esprit.
Lotus Booth at the LA Auto Show - December 29, 2003 - Press Day
click on photos for larger view
View of the Lotus Booth at the LA Auto Show - Yellow car has the Sports package |
Elise Chassis |
Racing Green Elise with Arnie Johnson |
Artic Silver Elise |
Elise models showing the Elise colors w/ Tony Shute & son Robin. Note "Lifestyle" colors - Chrome Orange, Graphite Grey and Krypton Green |
Booth view - note hardtop on Ardent Red with Lotus Sport Suspension package wheels, base Magnetic Blue Elise in foreground. |
Preliminary Press Conference Information - Dec. 30, 2003
Lotus introduced the Elise to the US market with an introduction by Mark O'Shuaghnessy, Director of Sales & Marketing - Lotus Cars USA,
followed by Roger Becker of Lotus Cars UK. In attendance from Hethel were Tony Shute and Nick Adams. In the Lotus booth were 5 - Elise; 2 with the
Sport option (yellow & red cars), 2 with the optional hardtop and one with dealer installed driving lamps. Lotus announced that it would make 3 "Lifestyle"
colors available - Chrome Orange, Graphite Grey and Krypton Green.
Pricing was announced. The loss in value of the US dollar has made it difficult for Lotus to hold the pricing under $40,000.
Base car: $39,985
175/55R16, 225/45R17 Yokohama Advan Neova AD07 LTS tires (designed specifically for the Elise)
Bilstein monotube gas shock absorbers
AP Racing twin-piston aluminum front brake calipers
Brembo single-piston rear brake calipers
ABS
Touring package: $1,350
full leather seating
electric windows and full carpets
upgraded Blaupunkt stereo w/MP3 player
interior stowage net and additional sound deadening
double insulated (thermal & sound) soft top
Hardtop: $1,475 (body color)
Sport package: $2,490
7 spoke forged wheels (lightest available - 1 inch wider fronts)
Yokohama A048LTS tires. The softer Yokohama tires should improve 0-60 times by 0.2 seconds.
Adjustable dampers and springs with adjustable ride height
3-yr/36,000 mile warranty
Lotus-tuned Toyota 2ZZ-GE 1.8L 4cyl 16-valve w/VVTL-i with all-aluminum Toyota C64 six-speed manual gearbox.
190 hp @ 7800 rpm (> 100 hp/liter); 138 lb ft @ 6800 rpm
Performance:
0-60 mph in 4.9 sec
Top speed approximately 150 mph
estimate fuel mileage: 30 mpg
Specfications:
1,975 lbs, including standard A/C, ABS, power windows, & dual airbags (Touring)
Lotus Press Conference at the LA Auto Show - December 30, 2003
click on photos for larger view
Very busy Lotus Booth after the Press Conference - Note: Find Gordonie! |
Elise Center Stage! |
More Lotus LA Auto Show Coverage
Since the LA Auto Show opened on Friday Jan 2nd the coverage has been non-stop. The GGLC is providing links to a few of
more interesting sites (rather than repeat what you'd find on the web).
Sands Museum Elise coverage
Elise Talk Forum
PureSportsCar.com
PistonHeads.com Elise coverage
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US Elise making the NEWS!
After the article in the November issue of Road & Track, there's been a number of articles
on the US Elise. Articles have shown up in Car & Driver, Automobile and Motor Trend magazines.
Test drive articles of the new US car have been glowing!
Pistonheads drives the Elise
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Elise at SEMA!
A true sign of how popular a car will be is to see how the aftermarket is preparing for it.
The Elise arrival in the States is anticipated with no less than 2 111S cars shown at SEMA this past week.
Most found in booths featuring wheels, the cars were surrounded by the curious, some who didn't know the car
was coming to the states. Next big show is LA!
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Elise Article In Jan 2004 European Car magazine
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
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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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