The Series 2 Lotus Elise chassis has been widely used for road racing.
Taken literally, the term “sport compact” simply refers to a car that is both sporty in nature and compact in size, but the term as most of us understand it today applies primarily to high-performance variants of compact economy cars. Honda’s Si (and Type-R), Subaru’s STI and Mitsubishi’s Evolution are all classic examples of high-performance, tuner-friendly versions of econoboxes that continue to be at the heart of the sport compact segment. But as we all know, the concept of sport compact is constantly being redefined by the marketplace and, more specifically, by the core group of enthusiasts who live and breathe for these types of vehicles. Just look at this month’s cover car—a V-8 swapped Lexus GS300—and it’s easy to see how the culture of young import enthusiasts has evolved to include a much wider range of vehicles than just those that fall under a traditional definition of sport compact.
The USDM Lotus Elise that hit U.S. showrooms in the summer of 2004 as a ’05 model certainly didn’t meet many of the traditional characteristics of a sport compact, given its sticker price, extruded and bonded aluminum chassis and exotically styled fiberglass clamshell body. In truth, the Elise is more of an exotic sports car than a sport compact. But with dozens of ’05 and ’06 Elises on AutoTrader.com for less than $30,000, these very sporty and very compact speed machines are worth a closer look if you’re a weekend warrior who loves to tear it up at the track or around the autocross course.
The all-aluminum chassis of the Elise is extruded and then bonded, riveted and bolted toge
For those of you who are unfamiliar with the American-market Lotus Elise, it’s based upon an improved version of the Series 1 (’96–01, not sold in the U.S.) all-aluminum chassis. Unlike the Series 1 and its Rover K-series engine, the Series 2 USDM Elise is powered by a 189-bhp version of Toyota’s (co-developed with Yahama) 2ZZ-GE 1.8-liter four-banger, an engine rated at 180 bhp in the ’00–05 Celica GT-S, Matrix XRS, Corolla XRS and Pontiac Vibe GT. Lotus’ remapping of the ECU not only extracted the extra 9 bhp, it also broadened its usable horsepower range by lowering the VVTL-i engagement point by a few hundred rpm.
Having been completely seduced by the Elise driving experience at a recent press event—its incredibly low mass (2,000 lbs), unequaled steering feel and razor-sharp handling that allows it to simultaneously defy the laws of physics and the posted speed limit in a unique and totally engaging way—I turned to Shinoo Mapleton at Sector 111 to learn more about the car’s tuning potential. As the leading Elise and Exige tuner in America, Sector 111 knows plenty about making these lightweight pocket rockets even faster than they already are.
When I asked Shinoo what attracted him to the Elise, his response surely echoes that of most Lotus owners: “I am crazy about simple and light sports cars that lack electronic driving aids. I want to be a part of the driving action and not managed by the latest electronic nanny. The feel is raw compared to the others cars your readers might be interested in. The Elise is really for tracks and twisty backroads. You buy a Lotus for the handling and feel, not for power or 0–60 times. Think performance through light weight.”
With the rear clam removed, access to the engine, drivetrain and exhaust system is a snap.
Although the Elise is about as uncompromising a road-legal driving machine as money can buy, according to Shinoo there is room for improvement. “Lotus delivers a fantastically balanced sports car for road and track use, but they are constrained by road regulations that result in a few compromises. Significant improvements can be found with the right modifications. A ride-height-adjustable suspension would be ideal on every Lotus but is far too expensive at the OE level. This is where the aftermarket can supply legitimate solutions. Every one of the Lotus Challenge Series (a 2-year-old West Coast–based road racing series) racers are running a car with some level of modification and are going faster as a result. As an example, most of the fastest LCS guys are running Nitron suspension [a high-quality UK brand that makes advanced coilover systems]. So, yes, you can actually make a great-handling Lotus handle even better. The track and, ultimately, racing is a great proving ground.”
By David Pratte
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