Review Lotus Evora 2010
Only 40+ lucky Australians will have the chance to own the most ambitious new Lotus model in years, the Evora 2+2. Globally, it will be the company's most coveted vehicle as only 2000 vehicles will be built this year.
Some cars already have names, and Lotus Cars Australia's general manager of sales and marketing, Jonathan Stretton, says anyone ordering now will have to wait six months.
The latest Lotus, codenamed Project Eagle during development, is the company's revolutionary vehicle. His goal is to take on some famous German rivals, in particular the reference Porsche Cayman.
Price and market
Stretton wants Evora to bring new customers to the brand. “We hope to lure customers away from other premium brands,” he says. According to him, a small serial number of the car is a key component, important for the image of the car. “This is a low-volume car, so it will stand out from the crowd,” he says. The cost of this exclusivity is $149,990 for a two-seater and $156,990 for $2+2.
Engine and gearbox
While the Evora is more than the sum of its parts, some of the parts that make up a mid-engined sports car aren't all that exclusive. The engine is a Japanese 3.5-liter V6 that is familiar to Toyota Aurion drivers.
However, Lotus has tuned the V6 so it now puts out 206kW/350Nm with a retuned engine management system, freer exhaust flow and a Lotus-designed AP Racing flywheel and clutch. Unlike the Aurion, the car gets a six-speed manual transmission from the British-model Toyota Avensis diesel. A six-speed sequential automatic transmission with paddle shifters will appear only at the end of this year.
Equipment and finishes
Finding a well-established transmission has its benefits. The vehicle's light weight and composite body panels help achieve a combined fuel economy of 8.7 liters per 100 km compared to the V6 engine. Even the flat-bottomed steering wheel is made from forged magnesium to reduce the weight and interior space of the steering wheel.
As befits a sports car, the suspension uses a lightweight forged double-wishbone suspension, Eibach springs and Bilstein dampers tuned by Lotus. Engineers also settled on installing power steering in favor of an electric system.
Stretton says the Evora will also allow existing Lotus owners to upgrade to a larger, more refined car. “It will also help expand the audience,” he says. The first cars will come fully equipped in the "Launch Edition" trim package, which includes the technology package, sports package, bi-xenon headlights, premium audio system, rearview camera and power mirrors.
The tech package typically costs $8200, while the sports package is $3095. Despite its compact size - it's 559mm longer than the Elise - the mid-engined 3.5-liter V6 is a true 2+2 formula, with rear seats big enough to accommodate smaller people in the back and soft luggage in the 160-liter boot. “It also has the right trunk and is more comfortable than some of its competitors,” Stretton says.
Appearance
Visually, the Evora takes some design cues from the Elise, but up front has a more modern take on the Lotus grille and headlights. Lotus Executive Engineer Matthew Becker acknowledges that the Evora's design is inspired by the famous Lancia Stratos rally cars.
“One of the key things was not to make the car too big,” he says. To provide enough room for four, the Evora is 559mm longer, slightly wider and taller, and its wheelbase is 275mm longer than the Elise. The chassis has the same structure as the Elise, which is made from extruded aluminum, but is longer, wider, stiffer and safer.
“The Elise chassis was developed 15 years ago,” says Becker. “So we took the best parts of that chassis and improved it.” The car is the first example of Lotus' Universal Car Architecture and is expected to support more models in the coming years.
It uses detachable front and rear subframes so they can be easily replaced and repaired after an accident. Three other new Lotus models, including the 2011 Esprit, are expected to use a similar platform over the next five years.
Driving
Lotus has always aspired to be more than just a small niche sports car manufacturer. And while we enjoy riding the Elise and Exige, they will never become mainstream. These are purely sports cars for avid enthusiasts. Weekend Warriors.
Evora is a completely different proposition. It has been designed with comfort in mind without sacrificing the Lotus pedigree for performance and handling. All aspects that distinguish the Elise and Exige from passengers have been taken into account in Evora. Thresholds are lower and thinner, while doors are taller and open wider, making getting in and out less of an acrobat's nightmare.
It looks like a serious sports car, but Lotus understands that in order to compete with cars like the Porsche Boxster, it needs to be more user-friendly. They succeeded. Putting on an Evora is like putting on a well-tailored Armani suit. It fits very well, but at the same time cozy and reassuring.
When you sit in the thigh-hugging sports seats, there is plenty of legroom and headroom without any feeling of claustrophobia. This is the first hurdle to overcome. The second hurdle is the extremely variable quality of past Lotus models and their reputation as "kit cars". Evora has gone a long way to dispel such prejudices.
In terms of design, it differs from the fully efficient and German Boxster. Probably our only gripe with the interior is that some of the secondary switchgear still looks like it came from a Toyota parts bin. But the quality is the best we've seen from the British automaker in years, from the headlining to the well-finished leather seats.
All is forgiven when you turn the key and hit the road. The steering is sharp, there's a good balance between ride and handling, and the mid-engined V6 has a sweet note. Like some of its competitors, the Evora gets a "sporty" setting that boosts driver participation by limiting some of the built-in safety nannies.
Lotus wisely opted for a hydraulic steering rack over an electric system for better feel and feedback. Like the Elise, the Evora uses lightweight, high-tech manufacturing techniques that are the key to a car's brilliant performance.
At 1380kg, this low-slung sports car is on par with the average Japanese hatchback, but Toyota's redesigned 3.5-liter six-cylinder engine delivers plenty of power. The six is efficient and smooth, delivering smooth power and plenty of low revs that pick up quickly once the revs are over 4000.
In the full song, the engine has a wonderful note, but at high speeds it is composed and quiet. For some enthusiasts, the V6 may not have a loud enough soundtrack to identify it as a car that hits 100 km/h in 5.1 seconds or hits 261 km/h, but the clarity and urgency of the six's delivery is still impressive.
Equally impressive are the massive brakes - 350mm front and 330mm rear - and the grip of Pirelli P-Zero tires. The V6 is mated to a six-speed manual transmission from Toyota, modified by Lotus. Shifting feels a bit jagged between first and second at first, but familiarity helps smooth out the change.
Once you get the hang of it, you can confidently take the Evora far beyond your usual handling thresholds. We have not come close to the very high dynamic limits of the car. However, even without sport mode activated, it remains extremely entertaining.
There is no doubt that Evora looks like an older Elise. It may have enough cash to lure some performance buyers away from more established German brands. It's an everyday Lotus that you can finally live with.
