Noble, Sports

But this time we were off across the pond to Auckland, New Zealand to cane three very different British sportscars from three different manufacturers over a period of six hours, and in tarmac rally conditions.

Not only that, the drive was conducted on some of the most exciting, challenging and potentially dangerous roads in this part of the world. Narrow lanes, twisting roads, crests and blind corners -- the true sportscar's natural habitat, and ideal roads to separate the contenders from the pretenders.

This was the work of Lotus Cars New Zealand (with a little help from Lotus Cars Australia and Motor Group Australia), and conducted in conjunction with the opening of the NZ company's new headquarters. LCNZ markets all three cars: Lotus Exige, Noble GTO 3R and Marcos TSO. Only one of those -- the Exige -- is currently available in Australia.

The Noble is awaiting local homologation but should be on sale in November (with deliveries from March '05), while the Marcos is being evaluated by Noble distributor MGA for possible sale in Australia.

Retailing at a 'tenner' under 100 large ones, the flagship Exige is a whopping $30,000 cheaper than the initial model produced between 2001-02 and will be available here in greater numbers. Just eight of the original 560 cars made it to our shores, but LCA says we have been allocated one car per month "for the foreseeable future".

The curvaceous, fixed-head coupe is powered by a peaky, Toyota VVTL-i (2ZZ-GE) alloy engine, managed by a Lotus T4 ECU. It produces 141kW@7800rpm and 181Nm@6800rpm, and is mated to a six-speed close-ratio gearbox.

Other standard features include twin oil coolers, track tuned four-channel ABS brakes (AP Racing calipers on the front and Brembo calipers on the rear gripping 282mm rotors), sports suspension and 16-spoke wheels with super-sticky (near slick) Yokohama Advan LTS AO 48 tyres -- 195/50R16 on the front and 225/45R17 on the rear.

There are also aerodynamic aids such as a front spoiler, rear wing and three-element rear diffuser.

With an extruded aluminium chassis and fiberglass-reinforced composite body, the Exige weighs just 875kg, helping it to reach 100km/h from standstill in 5.2sec and complete the standing 400m in 13.74sec. Top speed is 237km/h.

The NZ car is the first example to land in this part of the world equipped with the $7000 optional Performance Pack. This includes 14-spoke wheels that are lighter and stronger for competition use, a cross bar fitted to roll hoop and subsequently revised design rear bulkhead and four-point harness for track use, as well as a few dress-up items, such as alcantara/carbon effect sports seats with Exige logos.

For those who like a little more comfort, a Touring Pack is also available for the same additional money.

An incredibly sharp, agile chassis and prodigious roadholding allows full use of the engine's grunt, though with 38/62 rear bias weight distribution, one suspects the car may not be too forgiving once past the limit. Given the zero margin for error on these New Zealand backroads -- as one Elise-driving rally participant discovered -- we weren't prepared to put that particular aspect of this $100,000 car to the test. The engine was designed to rev hard and really hits its straps above 6200rpm, and you need to work fairly hard to keep it in the zone. Keeping your right foot buried at those revs seems a little strange at first, but once you've got your mind around it, the scream and responsiveness of the engine simply become addictive.

Notwithstanding, the Exige is easy to drive at lower engine speeds, supporting Lotus' assertion that the car is suitable for everyday transportation. Unlike its predecessor, the new Exige comes with air-conditioning and 112lt of luggage capacity.

Negating these elements of practicality is the difficulty of getting into the minimalist cockpit due to the very high sill and super low roof -- something only a NASCAR driver could get right first up -- space restrictions when a passenger is carried within its narrow chassis, and the lack of steering column height adjustment.

The Noble is similar in concept to the Exige -- a two-seat, how-low-can-you-go, small volume sportscar -- however it employs a very different execution. And at $199,990, it is also double the Lotus' price.

Bigger, heavier, more powerful and faster than the Lotus, the 1080kg Noble employs a steel spaceframe chassis (with integral roll cage), GRP composite body, double wishbone suspension, twin turbocharged 3-litre V6 engine (water-cooled Garrett with air-to-air intercooler; max boost at 0.7bar), Getrag-Ford six-speed manual transmission and Quaife automatic torque biasing differential.

The all alloy transversely-mounted produces 262kW@6200 rpm but the real story is its 475Nm of torque, available from 3500 to 5000rpm. The engine will even pull at just 600rpm in top gear. This flexibility and absence of turbo lag makes the Noble less demanding to drive than the Lotus, its linear power delivery delivering a smooth, forceful surge rather than a sudden thump in the back.

Acceleration though is astonishing; 0-100km/h takes just 3.7sec, while speed tops out at 274km/h.

Arresting the beast are Noble/AP Racing brakes featuring four-piston calipers and 330mm discs front and rear.

Wheels are Noble-designed one piece aluminium items shod in Bridgestone Potenza S-03 tyres; 225/40 18 on the front and 265/35 18 down the back.

You feel the added bulk and bigger footprint of this car, and its ride is more supple than the Lotus. There is little bodyroll and its safe, predictable handling will flatter drivers who have never steered a supercar. It is an easy and forgiving car to drive that is far less likely to bite those overstepping the mark, yet the car remains immensely satisfying and involving to drive.

Surprisingly civilized, the GTO-3R is a relatively practical car despite its Le Mans racer appearance, and like Lotus, Noble says their machine can also be used as a daily driver. It is much easier to enter the cabin and far more spacious inside than the Lotus, all-round vision is better than I anticipated -- even when reversing -- and also comes with air-conditioning, leather trim, and reach-adjustable steering column.

More a GT than a hard-edged driver's car, the Marcos TSO is a very different beast. For starters it is a convertible and it has been built in the mould of classic British sports cars rather than the race-inspired designs from Lotus and Noble.

Engineered with the assistance of Prodrive, with whom Marcos has formed a strategic alliance (Marcos now operates out of its own building within the Prodrive facility), the TSO utilizes a lightweight spaceframe chassis enveloped by a GRP composite semi-monocoque body.

The British-built convertible is powered by GM's Gen III 5.7-litre V8, which pumps out up to 298kW depending on specification.

Underpinning this car's different purpose, the standard TSO is equipped with creature comforts such as adjustable ride height, electrically adjustable pedal box and adjustable steering column (height and reach). Options include air conditioning, leather interior, alloy or wooden dash, heated seats, adjustable dampers and LSD.

Our R/T version came with the 298kW motor, along with six-speed gearbox and revised suspension with a stiffer spring rate for improved road holding and a lower ride height and 18-inch wheels.

While there is no denying the grunt and thrill of an engine that is very familiar to Australians, a blast through the winding Auckland roads in this pre-production development car showed the chassis needs some tuning prior to the planned launch in Australia next year. Local pricing is anticipated to be $160,000-180,000.

The chassis felt quite rigid and proved the basics are there but the steering had an unusually high level of assistance and was as communicative as spouses in a disintegrating marriage. That made the car impossible to point with any accuracy when having a go, and a very, VERY long brake pedal only increased the degree of difficulty. Braking was vague, negating much of the benefit of the big AP Racing system.

There is good news though. Marcos owner, Canadian Tony Stelliga, has taken local drive impressions on board and says Southern Hemisphere, production TSOs will be revised in those critical areas to suit the Australian driving style.

There will also be some much needed improvements to the cabin, too. Currently the driving position is all wrong, your head sits too close to the side window glass and there is no right arm room at all. A revised transmission tunnel will allow the seat to be repositioned left, more in line with the steering wheel and away from the glass, while a scallop to the door trim will cure the lack of elbow room.

Marcos built the TSO with central instruments to suit left and right-hand drive markets but ADRs will probably dictate the relocation of the speedo ahead of the driver. Given the interior layout, that may not be easy but in my view it is a worthwhile modification. On roads like these, the split second it takes to move your eyes from the road to the instruments and back to the road is a split second too much.