All-new Lotus Emira ditches featherlight for features-tight quality
The new model that Lotus refers to as its ‘other sportscar’ is also assuredly its last-ever petrol-powered one and Iain Robertson is hugely impressed by its compact dimensions and sculptural forms, underscoring that its performance is far from ‘junior league’.
Despite enduring an extreme roller-coaster ride, since its sometime European concessionaire, Sr Romano Artioli, who was also the man responsible for the rebirth of Bugatti, rescued Lotus Sportscars from possible oblivion, the evergreen British brand has survived. Now in the control of the same Chinese parent as Volvo and LEVC (formerly London Black Cabs), it may have its best shot at the future ever.
The last comprehensively new model introduced by Lotus was its pretty Elise, conceived in 1994 but revealed at the Frankfurt Motor Show in 1996. Subsequent Exige and even the larger 2+2 Evora models were offshoots of its then, innovative, glued aluminium platform, which promoted lightweight purity powered by an uninspiring (but available) 118bhp Rover Group K-Series engine. Tipping the scales at a mere 725kgs, it could have invented the term ‘junior supercar’, as it despatched the 0-60mph sprint in a zesty 5.8s and topped 140mph, allied to a race-bred but famously compliant dynamic envelope. Its Chapman inspired DNA was safe.
At just over 1,400kgs, retaining the bonded platform, the new Emira is already twice the car Elise was, even though its taut dimensions (length: 4.4m; width: 1.9m; height: 1.2m; wheelbase: 2.58m) keep it closer to Evora. It needs its power hike to almost 400bhp, courtesy of the Lotus-enhanced, 3.5-litre Toyota V6 engine, although a new supplier, Merc’s performance arm, AMG, is providing 2.0-litre four-cylinder grunt from next summer. The official figures give a 0-60mph time in the order of 4.2s, which the glossy comics will soon shade to sub-4.0s, rest assured, the car running out of steam at around 180mph. Transmission choices will be manual, automatic and twin-clutch types.
While markedly more expensive than the original Elise, Emira prices are set to start at around £60,000, at which level it could be termed the sportscar ‘bargain of the century’. As the Evija electric hypercar launched last year is a £2m proposition, I am unsurprised that it is referred to as the ‘other’. Even prior to delving into Emira’s desire-enhancing details, I can perceive a moment in time, at which it will overtake all previous best-sellers from its Norfolk portals.
Even the most skilled of automotive artists, when presented with dimensional constraints, can suffer from crises of conscience. They want space. They need the right combinations to formulate fluidity, factors that make the Emira all the more remarkable for its sculptural depth of character. The most outstanding element lies in the Emira’s pinched flanks, where the engine air intakes verge on being almost too deep for requirements. God alone knows what might be sucked in there. They contrast starkly with the fluency of the frontal aspect, with its vestigial sub-bumper fin, or the inevitable overtness of the aero-refined rear.
Despite my crude descriptions, the elements gel into an organically balanced and wholesome form that could not look more right, straight from the box. While lacking the aching beauty of the original Elise, Emira is more mature, less ‘kit-car’. While it would be painfully expensive to create such shapeliness from steel, or even light alloy, those ‘in the know’ recognise that fibreglass and composite plastics are much in abundance but it is their finite detailing that represents a freshly discovered sense of perfection, with tight shut lines, delicious scallops and a clarity of line that should not be feasible in a car of this size.
If the exterior quality impresses, the interior detailing will blow a Lotusphile’s mind. Integration is the key. Yet, where Ferrari no longer ties itself inextricably to a ‘click-clack’ metal gearshift gate, the visible linkage exercised on previous Exige and Evora models continues in the Emira cockpit. Naturally, there are other mechanical aspects but the raw precision of the linkage provides another stark contrast to the hand-stitched excellence of the interior accoutrements. The flat-bottomed and squashed-top, hide-clad steering wheel frames the digital dash-panel that can be configured to individual driver’s needs. Yet, comfort is all-pervading. Lotus has gone the extra mile to enhance the value proposition of its newcomer.
The interior features ambient and wraparound illumination as well as useful map lights. Other features available on the Emira include keyless go, cruise control, rain-sensing wipers, electric folding door mirrors, rear parking sensors (with front sensors as an option), auto-dimming rear view mirror, curtain airbags, launch control (as part of the optional Lotus Drivers Pack) and a stolen vehicle tracker. Advanced Driver Assistance Systems (ADAS) available on the Emira include adaptive cruise control, anti-collision system, fatigue alert, road sign information, vehicle speed limiter, lane departure warning, rear cross traffic alert and lane change assist, several of which can be switched off to avoid annoyance.
I wanted to steer clear of writing ‘last but not least’ but space dictates that dynamics has the final word. Emira has two defined chassis and suspension settings. ‘Tour’ is tuned for everyday road use, delivering the optimum blend of Lotus dynamic performance and handling with a more comfortable ride quality. ‘Sports’ is available with the optional Lotus Drivers Pack and provides a slightly stiffer suspension set-up for enhanced dynamic capability and feel.
Thank heavens that hydraulic and not electrically assisted steering provides the finest of fingertip feedback for the driver. Emira possesses a wider track than any recent Lotus road car, which is an aspect that enhances stability, delivers anticipated but exceptional road-holding (using 20.0-inch diameter alloy wheels clad in either Goodyear Eagle F1, or the optional Michelin Pilot Sport Cup 2 tyres) and the sensation of a very low centre of gravity. It is a true Lotus sports car that builds on the phenomenal legacy established by the Elise, Exige and Evora.
While a sea change was always possible for Lotus, it has resisted for its final petrol-powered offering that will please fans and excite new customers. The Emira is not a major sportscar gamechanger but it does highlight that Lotus means business, possibly with greater commitment than ever.
