Lotus Elise S vs. Porsche Boxster: outdoor emotions – Sports Cars
Similarities between Porsche Boxster и Lotus Elise goes far beyond the layout engine, convertible and price affordable (well, almost affordable). Both were conceived in the early nineties - hard times for both manufacturers - and made their fireworks debuts a few months apart in late 1996.
Porsche admits frankly that the Boxster saved the company, or at least laid the tax base for the cash car that is now the Cavallina of Stuttgart. On the contrary, the Elise's incredible success was not enough to keep Hethel financially secure, even if its contribution to Lotus Cars is undeniable, and its fundamental role in demonstrating the importance of vehicle dynamics to the world.
There are so many of them, and the prices of the first used ones at such affordable prices, that we are almost used to seeing at least one track every day. I doubt that Porsche and Lotus will in the near future be able to release a model capable of reproducing the frenzy that surrounded the debut of these two icons. Although the arrival of the new Boxster 2.7 and the heavily modified Elise S is one of the highlights of 2012 that we at EVO are looking forward to.
Our test begins with a trip to the Porsche Cars GB headquarters in Reading, where the Boxster awaits us. This is the basic version with a volume of 2,7 liters and a capacity of 265 hp. with a six-speed manual gearbox and an option of around 9.000 euros. Including Adaptive PASM dampers.19-inch wheels S, Porsche Torque Vectoring System (PTV) limited slip differential, navigator, bi-xenon headlights and black leather interior. With all these gadgets, that's around € 60.000.
At EVO, we already talked a lot about the many improvements made to this third-generation Boxster. So I will not repeat them. Suffice it to say it's more light (even if it's bigger), faster, more accurate and more efficient. Plus, it's really beautiful thanks to the fusion of the Carrera GT and 918 Spyder themes, as well as a few new details.
The sun is shining, and even if a highway is waiting for me, and not a good country road, I decide to tear down the roof. Open or close electric hood It's a very quick maneuver: just press the button, you don't have to fiddle with any windshield hook. The interior, with optional leather upholstery for the seats, door panels and dashboard, is attractive and of superior quality. It is a very professional environment and above the price of the car.
Il engine it loves to spin and has a pleasant sound, while the sharp throttle response and energetic exhaust sound heighten the premium feel in every way. The six-speed manual gearbox is agile and more precise than the seven-speed 991 gearbox, and when combined with the smooth and lightweight clutch, gives you the power to drive the Boxster right out of the box.
The new Boxster is 1.385 kg lighter than its predecessor, and this certainly contributes to the increase in power and power. couple from 2.7 flat six, even if you immediately understand that, despite its liveliness and agility, Porsche in the strict sense of the word is not fast. The soundtrack is good, but if you're used to the barking of an M3 E46 or Focus RS, it won't give you goosebumps, especially on a straight line.
But there is something compelling about this new Boxster. It's thought out down to the smallest detail and has plenty of luggage space, so you don't have to sacrifice to experience the thrill of a sports two-seater. The old Boxster had all these qualities as well, but the new version takes refinement and quality to a new level. You have to wait tomorrow morning to find out if it is even superior in dynamics, but judging by these first kilometers, it seems to me that this is the most complete car in the Porsche lineup.
In 15 years of evolution, the Lotus Elise has come very close to the Boxster in both performance and price (the base Elise costs € 48.950, about € 2.000 less than the Porsche). It was a real surprise to find that the Lotus costs a little less than the Porsche, but what struck me most was the sheer amount of options in the top model we're testing. 8.000 Euro options are part of Travel package (including leather upholstery, soundproof panels, iPod connectivity, cup holders and cruise control), Sports package (with stiffer Bilstein sport shocks, lighter alloy wheels and more comfortable sport seats) Black Style package (black alloy wheels and black rear diffuser), air conditioning and orange livery.
The first 5 minutes behind the wheel is enough to understand the significant difference between the Boxster and the Elise. The next morning, Stephen Dobie decides to buy a Porsche, opens the dashboard to put his bags there, then gets on board, lowers the electric roof and points to the next destination (Crickhowell) on the navigator, while I wonder in front of the car. Eliza. It's sunny and I would like to remove the roof, but I don't know if I have enough time to take it apart, fold it and put it in the back compartment along with the luggage (thus moving the laptop to the front seat)) before Dobie and photographer Max The Iris rush away, leaving me in a cloud of dust.
Without a navigator (and even without a map), I don't even try to get to Cheltenham blindly, so I leave the roof where it is, I slip into the aluminum-framed Spartan cab, which is a trademark of Elise, and follow the Porsche. It's a pleasure to be inside the Elise: more immersive and less conventional than a Porsche, and even if elbows and knees are not very comfortable against the backdrop of the sharp corners of the cockpit, the atmosphere in the Lotus remains intimate and sporty.
Like the first 5 minutes of driving a Boxster, the first few kilometers on the Elise are certainly not heaven, but they make you realize what it's like to drive a car in the real world. The Elise goes miles without a hitch, but it's clear that if you want to drive a Lotus, you have to be made from a much tougher dough than a classic Boxster owner. IN steering without assistance, it is easy to move, but at a slow pace requires good muscles and noise the road and wind are felt much more strongly than on a Porsche. For heaven's sake, it doesn't stop you from calling when you're on the go, including for absence Bluetooth change mind. Nothing serious, but with trunk limited, all roof difficult to handle and exaggerated noise requires a lot of patience and some sacrifice.
After a short break in order to finally remove the roof, we drive onto faster and more interesting roads. Here the lotus is in its element. All frustrations and distractions from missed phone calls and listening to music snippets and snippets melt like snow in the sun and all your senses are captured as you drive this fun little sports car on the roads that finally do it justice and with a breathtaking view.
Four-cylinder Toyota The Elise has never been particularly charismatic, but in this version of the 2ZR-FE with compressor it has more torque than the Elise SC (rising to 250 Nm). IN consumption Instead, emissions are lower: at 175 g / km, the Elise outperforms the 192 g / km of the Boxster. With a redesign of the supercharger, it now has a less shrill whistle and you can enjoy more of the engine sound, which is amplified in VTEC style at high revs. The engine provides power maximum (220 HP) at 6.800 rpm, but compressor it makes the midrange more substantial, with torque peaking at just 4.800 rpm. Its barking, mixed with hum, is slightly softer with the roof down and is the perfect soundtrack for this little sports car.
Elise has put on a few pounds over the past 15 years (as have all of us, on the other hand), but is still under a ton and manages to be nimble and quick to knock down 0-100 in 4,6 seconds, pushing like crazy in intermediate gears. It always seems to have the right kick in any gear to complete overtaking in no time, but at the same time it is smooth and relaxed on the open and fastest roads.
The best thing about Elise is the clarity of feedback and the accuracy with which it follows a given trajectory even at the limit. Yokohama Advans is so easy to use that in many corners you just need to touch the steering wheel to get your nose into the turn. It's so much fun that it's addictive and allows you to keep a clean and focused driving style. When you start braking later and get into corners faster and faster, you enter a magical zone where the car seems to be dancing between corners.
Il oversteer this is never a problem, thanks to the excellent stability system, and also thanks to the balanced distribution of weight, traction and torque. If you turn off the electronics completely, differential open allows the inner rear wheel to be skidded. The rear bounces not only when opening the throttle, but also when braking, where it manages to neutralize understeer in the tightest corners.
I brakes it is typical Lotus: progressive and linear, powerful and resilient. IN pedals they are in the right position to work in a heel-toe, and if you listen to well-calibrated shift notifications, you can unleash nice pops from the tailpipe. On such challenging and fun roads, the Elise S makes a sensation.
I am still in awe when I get into the Boxster. Yesterday, before trying a Porsche, I spent a few hours driving a Cheek to tickle my head with the BMW 502d. And in comparison with it, of course, the Boxster seemed to me even more compact and decisive. But after a few strenuous hours behind the wheel, the Elise Boxster looks utterly big. It fills the road and you notice it especially in a series of corners where trajectory is almost mandatory. V steering then it's a little inert (it's electric, I know), even if it doesn't seem that way at first. This is less of an issue than the 911 with Power Steering Plus, but there is a slight sense of detachment from the old hydraulic strut. Nothing serious for heaven's sake, but it's proof that Porsche no longer has the best power steering.
The lack of instant acceleration is also frustrating, but over time you start to appreciate the gradual and subtle increase in speed due to the longer travel gears and less barking engine. The torque is not bad, with a peak of 280 Nm between 4.500 and 6.500 rpm, so if you keep the speed under control, you can make the most of its performance. The Porsche accelerates from 0 km / h in 100 seconds, which is perfect for its category, and has a top speed of 5,8 km / h.
Thanks to the PASM and the resilient design, Porsche drinks like water the splits that make Lotus miss the Sport Pack suspension. This means the Boxster is more built, but also less aggressive, less related to the Sport Pack suspension. asphalt and puts it as a filter between you and the road. Its feedback is less direct and there is less noise in the cabin due to oncoming slopes, bumps and damaged tarmac. It's a bit like riding with ski gloves.
Both cars show confidence, even on the most difficult or uncharted roads, but show it in different ways. The Elise S loves concentration and sheer speed, so if you're not careful you risk even forgetting to breathe. The Boxster, on the other hand, takes a less Banzai approach. He has a fantastic posture, very powerful brakes and more. capture but, unlike the Lotus, it's only used up to 80 percent, not because the Boxster can't handle that limit, but because it feels more comfortable at a fast, but not annoying pace. It's a bit like the practicality of a passenger compartment: It's this different pitch and way of driving – depending on your lifestyle – that makes you lean towards one or the other.
With PSM (Porsche Stability Control), the Boxster is obedient and reliable. But if you turn it off, it becomes more expressive, allowing you to play with balance when braking, like the Elise does. It is not as straightforward and lively as the hyperactive Lotus, but it is progressive and less demanding on steering and acceleration. In dry conditions, the 2.7 jolts and crushes the rear wheels, but the Boxster does a great job with its power and never comes across as overshooting. Which is only good. On the other hand, if you want a noisier Porsche, you can take a used 996 GT3 home.
As you may have figured out, picking a winner between the Boxster and Elise S is next to impossible because even though they cost about the same, they belong in the same category and perform brilliantly, they are still two very different machines. The Porsche is a great car, but it's so focused on everyday use and all-round driving that it sacrifices the sheer fun, pace, engagement and excitement that are Lotus' strengths. If you want an adrenaline rush from the stars, the Elise S is four inches taller than the Porsche, but if you want the car to drive without overdoing it with the uncompromising Lotus character, it makes it unbearable on long drives or for a relaxing drive out of town.
With cars like this, you have to be honest with yourself about your lifestyle. If you don't, you run the risk of being wrong and disappointed. On the other hand, if you choose with your heart, not your head, you will make the best purchase of your life.
