The 111R tips the scales at 860kg, up 75kg over the standard Elise, but it still packs a real wallop: 220bhp per tonne against 200bhp for the 111S and 212bhp for the potent but porky (930kg) Vauxhall VX220 Turbo.
The VX’s 50lb ft torque advantage is enough to keep it fractionally ahead against the clock, but none of the R’s premium rivals can match its 5.1sec to 60mph and 13.0sec to the ton. And while the Elise’s torque figures might suggest the R would be hard work, in practice the superbly spaced gears mean you don’t have to bash the limiter to make progress. You’ll do it anyway, though, because, unlike the VX, the 111R positively begs you to thrash it time and again. Do so and you’ll be treated to a hefty kick in the back as the cams do their thing at 6200rpm, and unleash one of the more intoxicating engine notes. This Elise doesn’t just look like a Ferrari, it goes and sounds like one, too.
Arguably the biggest treat, however, is the gearchange. Once the Achilles heel of the Elise, it becomes one of this car’s strongest attributes, proving quick, slick and precise. And new springs, uprated by 20 per cent, retuned dampers and a stronger rear subframe and suspension mounts help shrug off the increased kerbweight. Result? A car with simply sensational body control, bags of grip and that light, sinuous steering that has long been an Elise trademark. Even the beautifully fluid ride quality remains intact despite the stiffer set-up, possibly helped by the extra mass.
If only the changes to the braking set-up had proved as successful. The four-channel anti-lock system minds its own business until absolutely necessary and the excellent overall stopping distances perfectly mirrored those recorded for the lighter 111S two years ago, but the addition of servo assistance has turned a lovely, solid middle pedal into a mushy, over-light one. Worse still, heel-and-toeing comes less naturally because the pedal now travels too far.