Feature: Driver's Notebook: Battle of Britain
October 1, 2006
In contrast to the Triumph, the Lotus’ powerplant is rarely in danger of eclipsing the car’s handling capabilities. On the contrary, the 190 hp Toyota-sourced 4-cylinder doesn’t hit its stride until 6,200 rpm, the point at which its variable valve timing shifts cam phases. Above that engine speed, thrust becomes more urgent, and the tachometer’s newfound attraction to the 8,000 rpm redline is encouragement enough to keep the revs high. Because of the engine’s high-strung nature, the Sport Elise—despite its curb weight of less than 2,000 pounds—does not feel capable of its claimed zero-to-60 time of 4.7 seconds unless its competition clutch is dumped while the engine spins precariously fast. Rather than offering tire-shredding, muscle-car power, the Elise’s main attractions are its agility and handling prowess.
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One inherent benefit of four wheels over two is a considerable load-bearing advantage. With 225 mm of rubber at each rear tire and 195 mm at the front, the Sport Elise is capable of pulling in excess of 1 g of lateral acceleration, facilitating corner speeds that will beat the most balls-out, knee-scraping motorcyclist riding a Triumph—or virtually any bike, for that matter. (Click image to enlarge)
Both the Triumph and the Lotus possess unusually high performance capabilities that require a deft touch. They invite the exploration of their limits and can be dangerously responsive, although the Triumph is not as sharply unforgiving as other sportbikes, and the Lotus benefits from an F/1-style traction control system (which can be disabled). Not all sins, however, can be amended by engineering or technology.
On the topic of control, they both boast superlative brakes. The Sport Elise features high-temperature brake fluid contained within steel lines, and its binders are strong and well equipped for stopping the lightweight two-seater. However, the Daytona’s brakes offer powerful stops with remarkable feel, and are designed with a front rotor that reduces unswept area, minimizing unnecessary rotating weight and resulting in even better feedback than the Lotus. Approaching Road Atlanta’s Turn 10 at high speeds, the Triumph offers dramatic deceleration that sets the bike up well for the ensuing turns. Unlike the Elise, the Daytona lacks an antilock system, making short stops more skill-intensive. If you are enough of an enthusiast to purchase either of these vehicles, the Triumph’s lack of a safety net may provide a small thrill, in contrast to the security of ABS.
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Both vehicles look the part of dedicated track toys. The curvaceous Sport Elise is available in any color as long as it’s Saffron Yellow with Storm Titanium racing stripes. Its sport seats, custom interior trim, and yellow-painted center console are equally arresting, and a roll hoop and safety harness bar suggest the Sport Elise’s track readiness. The Daytona 675 is the first Triumph styled in-house, reflecting the company’s new long-term vision. While its angular lines may initially appear to be inspired by its Japanese competitors, closer inspection reveals a delicacy to the bike’s poise and street presence. The unusually high seat provides an ergonomic conundrum for the vertically challenged, but this proportion aids in creating the clearance necessary for the bike’s outstanding handling. Like the Lotus, Triumph’s bold form follows the ambitious function of providing unparalleled performance. (Click image to enlarge)
The Brits have always been great arbiters of style. But in the spirit of a globally competitive marketplace, Lotus and Triumph have broken new ground by building vehicles that offer both brash character and world-class ability. These spare thoroughbreds are not, however, for the common man; they appeal to the most ardent of enthusiasts who resist the mainstream definition of practical transportation.
Lotus, +44.1953.608000, www.lotuscars.com; Triumph, 678.854.2010, www.triumph.co.uk
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