This isn't our first time with a Lotus. In our May 2007 issue, we set out to defeat the 189bhp, 1984-pound Elise with our turbocharged Project MR2 Spyder. The showdown ended in a draw. Still, the Elise was an eye-opening drive, highlighting the driving feel of this platform.
I hate to bring up an overused clich, but driving the Exige is about as close to driving a go-kart as you can get with a production car. The seating position is low and thinly cushioned, the steering is quick and responsive (it'll drive into the next lane if you're not paying attention and your hands drift-don't ask me how I know), there's a good amount of kickback through the wheel over rough surfaces and the weight transfers in a similar manner during hard driving. Also, just like a kart, if you're the wrong size, you'll have trouble getting into it, you'll smash your knees against the steering wheel and your sides will hurt if you can't fit into the seat correctly.
Almost every one of the Exige's positive attributes can be attributed to its low curb weight. Acceleration, braking, cornering and driving feel are all affected by its dramatic 2077-pound curb weight. Colin Chapman was on to something when he decided to add lightness to his cars, not extreme power. For the rest of the week, the shrill wail of the Lotus' exhaust could be heard around our workplace, as multiple rides were given out to anyone in the office with an interest in sampling the featherweight benchmark.
It's something that many of us have done before, gutting EG Civics and aiming for 2100 pounds, but the difference with the Exige is that it does lightweight without compromising body stiffness. The body shell is made from composite fiberglass, while the frame is made from aluminum with a steel rear subframe. When going over speed bumps or up steep driveways, the Exige displays none of the creaking and body flex that plagues my S13 fastback.
There's only one thing my S13 has on this car: storage space. After five minutes, it's clear that Lotus didn't design the car to make trips to Costco for five-pound buckets of mayonnaise. After throwing in a pair of sunglasses, interior stowage is pretty much filled and (much to the chagrin of passenger Scott Tsuneishi, editor of Turbo magazine) two grown men will touch elbows when seated inside. The rear 'trunk' doesn't fare much better. Once a camera lens and some wheel cleaner (to prepare for photographs) goes in, the Exige S 240 calls it quits. Unlike my old Civic or my current 240SX, there's no such thing as filling this car with tools and race tires on the way to the track.
Speaking of the racetrack, that's one place I wouldn't dream of missing with a car like this at my disposal. The Exige is a perfect daily driver/weekend track day car and I wasn't about to pass up that second part. I catch wind of an open track event, organized by John Wu of Nitto Tires, and I'm soon on my way to The Streets of Willow Springs racetrack.
The Exige needs little in the way of preparation. I check the oil level, condition and tire pressures before leaving. It already wears special-compound Yokohama A048LTS R-compound tires so it's ready to go. The AP Racing front brakes are easy to modulate (once you get used to them) and noise-free on the street, and with the low curb weight, these pads should be up to the task of some track duty. I grab my helmet and a bottle of Gatorade (which, unfortunately, fill up the interior) and leave the house at 5 a.m. for the two-hour drive to the track.