Motorcars of Georgia

First Drive: 2010 Lotus Evora delivers performance, civility and little concession

Autoblog.com

Michael Harley
May 13, 2010


In a move that would have impressed Harry Houdini, Lotus has made one thousand pounds of vehicle mass seemingly disappear - yet we still know it's there. We're high in the mountains above San Diego, challenging corners in the 2010 Lotus Evora, and the larger and more luxurious two-plus-two is emulating the moves of its lightweight race-ready Elise and Exige siblings.

What gives the Evora its supernatural powers? How does the all-new Evora fit into the Lotus lineup? And, most importantly, is this the first Lotus you can park in your garage without having to explain it to the neighbors? Find out after the jump.

Lotus has become synonymous with lightweight, no-frills sports cars thanks to its ass-kicking Elise roadster and Exige coupe - arguably two of the world's best driver's cars. Yet, despite their impressiveness on the track, the Elise and Exige are about as practical as a gutted Spec Miata when it comes to daily drivers.

In an effort to put more sophistication on the menu, and capture a larger market share, Lotus has rolled out its first all-new car in 15 years. Like the Elise and Exige, the Evora is a lightweight, aluminum-chassis, mid-engine sports car that puts a premium on driving dynamics. But unlike its smaller, harder siblings, the Evora offers more interior space, a host of luxury amenities, two-plus-two seating and a six-cylinder powerplant.

The chassis of the Evora is manufactured by Lotus Lightweight Structures Limited in Worcester, United Kingdom, as three main components. The main chassis - an extruded and bonded aluminum safety monocoque tub - is where the passengers and fuel tank reside. In front of that is an all-aluminum subframe containing the front suspension, cooling system and steering rack (it's bolted to the main chassis for easy repair). The rear subframe is galvanized steel and contains the rear suspension, engine and gearbox (likewise bolted to the back of main chassis). The whole assembly weighs just over 440 pounds and is more than twice as stiff as the chassis in the Elise, says Lotus. All body panels are composite, either bolted or bonded to the chassis depending on location. The curb weight comes in around 3,000 pounds with 39 percent of the mass over the front wheels and the other 61 percent hovering over the rear, nearly mirroring the weight distribution of the unflappable Elise and Exige. And just like the Elise/Exige twins, the Evora is packing a Japanese-sourced powerplant mounted amidships.

It's a Toyota 2GR-FE 3.5-liter V6 - the same engine fitted to the pedestrian Lexus RX 350, Toyota camry and Toyota Sienna - is equipped with ToMoCo's Dual VVT-i variable valve timing, putting out 268 horsepower in standard guise. Lotus adds its own engine management software to bump output to 276 hp and 258 pound-feet of torque, while increasing the redline to 7,000 RPM. The engine sits transversely in the middle of the chassis, tilted just slightly rearward for better packaging.
For now the sole gearbox is an Aisin EA60 six-speed manual, also sourced from Toyota. Lotus pulls out the range of overdrive gears (third through sixth) and replaces them with closer, custom ratios to suit the Evora. Customers may choose from either a standard-ratio 'box, or a sport-ratio transmission with shorter gearing, and for those who don't like to row their own, hold out for a six-speed automatic that's set to arrive in the near future.

The suspension is comprised of lightweight forged aluminum wishbones fitted with Eibach springs and Bilstein shocks on all four corners. Mounted to each wheel hub are oversized ventilated disc brakes (13.77-inch in front and 13.07-inch rear rotors in the rear) sporting AP Racing four-piston calipers. If you option up for the "Sport Package," ventilated rotors with cross-drilled units are available. The standard tire package is staggered in both tire width and wheel size, with the Evora kitted out with 18-inch alloys up front (225/40Z R18) and 19-inch alloys in the rear (255/35Z R19).

The base price for the Lotus Evora is $72,990 for the "2+0" (two-seat) version and $73,500 for the "2+2" model. Lotus also offers three optional bundled packages. A "Premium Package" ($1,990) delivers interior accent lighting, upgraded interior trim and more extensive use of premium leathers and colors. The "Technology Package" ($2,995) includes an Alpine multimedia infotainment system designed around a seven-inch WVGA touch-sensitive screen. It also includes Bluetooth phone connectivity, satellite navigation, a tire pressure monitoring system (TPMS), cruise control and rear parking sensors. The "Sport Upgrade Pack" ($1,275) fits the Evora with a more aggressive diffuser, titanium exhaust tailpipe, cross-drilled brake discs, engine oil cooler and a switchable ECU with sports mode that provides a sharper throttle response, increased redline and a traction control setting tuned for aggressive driving. Stand-alone options include just electric power-folding mirrors ($450), reverse camera ($495), forged alloy wheels ($2,125), sport-ratio gearbox ($1,500) and an equalizer system for the Alpine audio package ($495).

Our test car was a "2+2" model loaded up like a shopper during the holidays. Our eyes never saw an actual dealer sticker, but our guess is that the blue metallic tester would set you back about $84,000. In all honesty, we'd choose an Evora "2+2" with only the Sport Pack and sport-ratio gearbox and walk out of the showroom at $76,275 (for comparison, the Porsche Cayman S starts at $61,500 and a bare-bones Porsche 911 begins at $77,800).

Standing next to the world's only mid-engine 2+2 sports car currently in production, the Evora is bigger than it looks in pictures - much larger than the diminutive, hard-top Exige. By the tape, the Evora comes in at 170.9-inches long with a 101.4-inch wheelbase, while the smaller Exige is 149.5-inches in length sporting a 90.6-inch wheelbase. Despite all of its aluminum, the Evora is roughly the same weight and size as a Porsche Cayman S - one of its closest mid-engine competitors.

Unlike the Exige coupe, a sports car that requires acrobatic ability to enter, our six-foot two-inch frame slid easily behind the flat-bottom forged magnesium wheel of the Evora. With the seat moved forward a few clicks (yes, forward), and the steering wheel tilted and telescoped just right, our body was comfortable in the standard two-way adjustable Recaro bucket seats. There is no "dead pedal" per se - blame the left-front wheel's slight intrusion into the cockpit - so our left foot hung out awkwardly over, on or under the clutch pedal. Rearward visibility is dismal, providing a clear view of the engine cover in the rear-view mirror, but a reverse camera is included and the generously sized exterior mirrors offer a clear shot of the flanks and the surrounding traffic on each side.

Yes, there is a back seat, which Lotus says can accommodate a five-foot-tall adult. We weren't about to try. You won't either.

Twist the key (no push-button start here) and the 3.5-liter V6 springs to life and settles to a muted purr. The clutch is light and the lever throws a bit longer than we prefer, but it isn't harder to operate than a Toyota Corolla. After backing gingerly out of our parking space (thank you Mr. Reverse Camera), we drop into first gear and drive about a mile down the road.

Then it hits us hard - a sucker-punch to the face.

We drive countless cars around here. Nearly all of them, from cargo vans to exotics, take time to get acquainted with as mannerisms are absorbed, character traits are learned and faults either annoy or are overlooked. After a few hours, days or even a week, we forge judgments and opinions about vehicles and then decide if we like it. The Lotus Evora, in striking contrast, isn't one of "them."

You "get" the Evora immediately - or it goes completely over your head.

Recovering from the welcomed blow, we've got a grin on our kisser rivaling the Mazdaspeed3 within the first block. We lock the doors, snug our belt, and head for the open road in the mountains just east of San Diego.

Familiar with the Elise and Exige, both minimalist sports cars that joyously drive like oversized go-karts, we expected the power-assisted steering and extra half-ton of curb weight on the Evora to muffle the fun like a bout of asthma at a harmonica convention. Not going to happen, says the Lotus engineering team. It takes but a few turns to realize that the Evora drives with a springing lightness that defies any preconceived notions. Maybe the tires are filled with helium?

Fling the Evora into a corner above your comfort level and it responds to minute steering inputs like a well-trained Labrador retriever. Without hesitation, it loyally delivers everything asked of it and not one degree more.

Mile after mile, corner after corner, we smiled, giggled, laughed and tears of joy rolled down our cheeks (bring tissue on your test drive). We felt invincible - the same way we do when piloting the Elise and Exige.

All credit is directed towards the chassis and a very accurate steering system teamed with what may be the world's best suspension tuning. Any vehicle that boasts a cornering grip in excess of 1g (as the Evora does) typically rides in washboard fashion. Not in this case. Through some secret black art - and without the use of electronically-controlled dampers - the Evora corners perfectly flat, yet absorbs pavement breaks and cow crossing grates without drama. The suspension on the Evora is unequaled - perfectly compliant and beautifully composed.

Lotus boasts that the Evora's brakes are "fade free." While we never had a chance to victimize them on the track, they continued to stop short at any request and seemed to get better as we heated them up. The transmission's ratios are a perfect spread with the sport gearing (don't even consider the taller "standard" gearbox), but we did feel the throws were a bit long for such an agile sports car. Furthermore, while it's easy to shift when just poking around, the clutch prefers a full, foot-to-the-floor engagement, otherwise you'll be grinding gears or chattering your way through traffic. But don't rush things and you're rewarded with clean, smooth shifts that inspire just as much confidence as the exemplary suspension.

We consider the Evora quick on its toes, but not particularly fast. The torque-rich 3.5-liter six pulls cheerfully from all positions on the tachometer and it seemed to relish spinning to the right side of the dial - surprising for a mill pilfered from the Toyota parts bin. We only found ourselves yearning for more power on the straight, or in the taller gears while on the highway. Before you challenge that Subaru STI to a drag race at the light, keep in mind that most of the Evora's competition will outrun its claimed 0-60 time of 4.9 seconds (top speed is a drag-limited 162 mph). Bet on a forced-induction model in the future, as the chassis could easily handle more power.

In the big picture, our enthusiast-tuned taste buds say the new Lotus is one of the most enjoyable sports cars we have ever driven - standing only behind its Elise and Exige siblings when forced to get in line. Baring our soul, we'll even go so far as to say the Evora is more fun to drive than the benchmark Porsche Cayman S. Or a 911. Yeah, we said it.

But, would we choose the Lotus over a Porsche?

While the Evora is leaps and bounds more civilized, comfortable and well-rounded than anything we've seen from Lotus in recent memory (we'd gladly drive it 1,000 miles in a day), it still seems to stop short of filling that critical second slot in our own driveway. Like most limited-production sport cars, the Evora still feels too special to weather the road salt, bug guts and bird excrement that pummel our daily drivers.

Nevertheless, the all-new coupe is a remarkably more compatible mate than its aging predecessors, delivering 98% of the performance while tripling the convenience and amenities. While both the Elise/Exige are frisky cars you date, the Evora is exceptional enough to wed. And for the masses that dream of putting a Lotus in the garage, the all-new Evora is the answer to their prayers.

2010 Lotus Evora

New mid-engine sports car is agile and seductive.

NewCarTestDrive.com
By John Stewart


Overview
A compelling British sports car, the Lotus Evora combines excellent performance with good fuel economy. With its 2+2 seating, mid-engine configuration and exotic styling, the Evora is a pure sports car yet it's surprisingly practical. This is the first new Lotus nameplate in 15 years, the product of an exclusive brand with a 62-year heritage.

The Evora is not the first 2+2 car Lotus ever offered, but it is the first since 1992. While the back seat is not roomy, it can accommodate a smaller person (5-feet and under) sitting behind a 6-foot, 1-inch driver.

For the Evora, like other Lotus cars, the primary focus is on pure driving dynamics. A lightweight forged-aluminum suspension provides impressive handling and side-to-side balance. Precise steering and powerful brakes that come on strong with just a light touch are also part of the formula. Because of the car's relatively light weight, a 276-horsepower V6 provides brisk acceleration. The agile Evora is capable of over 1g lateral acceleration, can hit 60 mph in 4.9 seconds, and brake from 60 mph in 100 feet. Top speed is 162 mph.

Its exotic appearance combines fluid surfaces, functional cooling ducts, and crisp lines. Most body panels are lightweight composite, and the chassis makes extensive use of aluminum. Lotus cars are built to be among the lightest on the road, and the Evora is no exception.

A greater degree of practicality distinguishes the Evora from other similarly compelling Lotus cars. Along with the back seat for small passengers, the Evora offers tolerable ride quality, more amenities, an easier-to-drive V6, and bigger storage areas. It is easier to get in and out of than the Lotus Elise, and the 2+2 configuration will likely lead to lower insurance premiums. That makes the Evora a more comfortable Lotus that can be driven daily, not just a track/weekend car.

That said, practical is a relative term. The console houses a shifter, not cup holders, and the seats are designed to hold the occupants firmly in place. There is a navigation system and Alpine audio system, but engine sound levels rise sharply after 3500 rpm. The Evora is, first and foremost, about the driving experience.

Visually, the Evora is evocative from every angle. Close inspection yields a race-born obsession to save weight. Even hidden pieces, like hinges on the rear hatch and armrest, are made from extruded aluminum.

Driving the Evora on public roads can be an exercise in self-control. The car rewards a confident driver with incredible levels of grip, and a nearly imperceptible amount of body roll from side to side. Less experienced drivers will find the Evora forgiving of early-apex cornering and mis-judged entries. The car loves tight, diminishing-radius turns followed by sudden twists in the opposite direction. It tolerates choppy surfaces with no apparent loss of control, and keeps tires on the pavement when a rising section of road might get another car airborne. Serious braking power is immediately available by lightly feathering the pedal. Steering is direct and linear, requiring minimal hand movement on the D-shaped, magnesium steering wheel.

Electronic stability control and ABS are standard on the Evora. The systems seem to have a very high threshold, especially with the Sport package, which tweaks the thresholds higher. They are hard to trigger, designed to function as driver aids without interfering with sportive driving. However, even these unobtrusive systems can be switched off should the driver choose.

The Evora is currently the world's only mid-engine 2+2 production car. Approximately 2000 will be built in the coming year, with about 700 earmarked for sale in North America. While there are no exact competitors, size and price range suggest the Evora might be shopped against the mid-engine two-seat Porsche Cayman S. Currently, there are 48 Lotus dealers in the United States, and three in Canada. While regular oil changes and the like could be handled practically anywhere, a buyer would need access to a Lotus dealer for proper electronic diagnosis and tuning.

Model Lineup
The 2010 Lotus Evora ($73,500) comes standard with the 2+2 configuration, or buyers can delete the back seat for storage space ($72,990).
Standard features include leather upholstery, Recaro black leather sport seats with recline, tilt and slide adjustments, air conditioning, flat-bottomed leather and magnesium steering wheel, manual steering column adjustments for length and height, illuminated aluminum control knobs and switches, power windows, leather shift knob and handbrake cover, remote release glove box, door storage bins and pockets, trip computer, Alpine CD/MP3 stereo with iPod dock connector and auxiliary input.
The Tech Package ($2,995) includes an upgraded stereo system, 7-inch touch-screen display, satellite navigation, Bluetooth, USB connection, cruise control, rear park sensors; rearview camera ($495). The Premium Package ($1,990) includes full leather trim for doors, center console. Also optional is a StarShield ($995) to protect paint on the leading edges.
The Sport Package ($1,275) features enhanced throttle response and rpm limit, sports traction control mode with increased yaw and slip thresholds, sports diffuser, titanium sports exhaust tailpipe, cross-drilled brake discs, black painted brake calipers, engine oil cooler. A Sports Ratio six-speed gearbox ($1,500) is optional.

Walkaround
The exterior of the Lotus Evora balances style with race-bred aerodynamic considerations such as drag, downforce and cooling. A short rear overhang and long front overhang, combined with larger wheels at the rear, create a seductive, crouching stance.
The engine, located behind the rear seat, is cooled via a top-exit radiator vent; the other vents are also functional. A floating rear wing actually produces downforce at speeds over 100 mph.
The car's remarkable presence is best appreciated in person. It's a cliche, but photographs really do not convey the elegance of the design. The Evora is more than pretty; the exposed vents, huge brakes and attention to airflow management suggest a high-strung, temperamental racecar dressed in formal evening wear.
The lines are so smoothly unified, front to rear, that the back seat is hidden. The car looks like a mid-engine sports car, but not a four-seater.

The roofline is just 48 inches off the ground, so bystanders look down on a curvaceous body with wide, muscular shoulders. Mirrors are small but functional. Two different wheel sizes are used: 18x8 inches at the front, and larger, wider 19x9.5 inches at the rear. Standard wheels are cast alloy; three other wheel designs are available, including forged alloy wheels. Ardent Red and British Racing Green are standard, with 18 metallic and premium colors available. Since cars can be ordered from the factory, a customer could theoretically have practically any color they desire.

Trunk space is limited, big enough for one golf bag or a few bags of groceries. To carry more stuff, there is the back seat.
Interior Features
The interior of the Evora is at the same time sparse and sophisticated, appearing not manufactured, but crafted. Our test unit had the Premium Package, which includes leather covering the lower dash, door panel, door pockets, side panels, center console, and center armrest. Practically every interior surface is trimmed in fragrant, soft leather.
Controls and switches are illuminated. Unlike some Lotus cars, there are floor mats, accent lighting, and electric mirrors. Air conditioning and power windows are standard. The steering wheel tilts and telescopes. The rear window is made from insulated, double-glazed glass, filled with Argon gas, and it has a defroster.

Entry and exit are made easier compared with the Elise by a lower sill and a wider door opening, although the seat is definitely low to the ground. Seats are firm but not hard, with appropriately wide side bolsters. The seats are adjustable, unlike those in the Elise. Brief door storage bins have small recesses that might serve as cup holders.

There is a surprising amount of front legroom and headroom. As a 50th percentile male, I had to adjust the seat well forward to reach the clutch bottom.
Our test unit had the Technology Package, which includes an upgraded Alpine audio system with additional amplification. Two 6.25-inch two-way speakers, dash-mounted tweeters, and a separately amplified 150-watt subwoofer deliver sound. We have to admit, we never thought about turning it on, although we did drive with the map illuminated on the Navigation System screen. Full connectivity for iPod touch, Nano and other models is standard with a dock connector, and there is also a standard Aux input. Bluetooth wireless and USB jacks are part of the optional Technology Package.

Even though the above equipment transforms the interior into a more refined, everyday driving space, it does add weight. The Evora is about 1000 pounds heavier than the smaller, spartan Elise two-seater. But the Evora interior doesn't look unfinished, or like a car that someone tore everything out of to make a faster autocrosser. Nor does it look like a kit car. It has the look of a premium car, hand built, by people who care about what they are doing.


Driving Impressions
Our route took us from downtown San Diego, California, along a mix of highways and mountain byways, including County Highway 1, known in that region as the Sunrise Highway. Along the way we saw rough surfaces, smooth surfaces, tight turns and wide-open superhighways.

It takes a little effort to swing down into the driver's seat, but there is no need to be a contortionist. The instrument panel is front and center, dominated by a 9000-rpm tach and 180-mph speedometer with red needles against a charcoal background. Adjusting the mirrors is a bit awkward, but it only takes a second and we're off.
The Evora looks racy enough to be intimidating, but happily, driving it is a playful experience. Once on the move, the car is a sweetheart, easy to shift, easy to steer, and ready to go along with whatever you have in mind. It's not fussy or temperamental at all.

That said, the Evora can be intoxicating, and will reward forays into higher rpm levels. The engine bursts into full song just above 3500 rpm. With the sport transmission in Sport mode, there is a sweet spot at about 4000 rpm, and the engine pulls strongly all the way up to 6700, where it bumps into the rev limiter. Its 3.5-liter engine is a Toyota V6, the optional engine in the Camry, but with Lotus tuning and Lotus engine management, it revs a little higher and makes a little more power. The Evora is so much lighter than a Camry, and some 450 pounds lighter than a Porsche 911, that the car responds to throttle with a pleasing, potentially addictive rush.

There are two choices of gearbox: standard and Sport-ratio. After driving on the Sport gearbox, we think it's the best choice for North American roads. Ratios in the Sport gearbox are a little lower than those in the standard gearbox, starting with third gear. It's probably the gearbox the Evora should have for American roads and American speed limits, lending itself to better acceleration and reducing the need for shifting. The standard gearbox, with its much taller overdrive sixth gear, might be best for high-speed European highways and European drivers who love to shift. According to Lotus testing, the Sport gearbox is actually the better transmission for fuel economy. In short, the Sport gearbox results in a quicker and more fuel-efficient Evora, so it gets our vote.

The 2011 Evora will be offered with a six-speed automatic transmission with paddle shifters. We hope there won't be many takers. We found the manual six-speed easy to shift, with short throw and light clutch pressure. Most of the roads we traveled allowed us to shift between second and third most of the time, with short straights that could prompt a shift into fourth gear when we really wanted to hustle. But a great deal of shifting and downshifting is really not required. The engine has a broad range of operation, and the Sport gearing is such that operating speeds between 20 and 80 mph can be maintained without much shifting at all.
Even with the Sport gearbox in our test unit, we found it possible to cruise quietly at legal highway speeds in fourth gear, without engine stress or undue vibration. In sixth gear, a 0.861 overdrive, the engine is relaxed and noise levels are unremarkable. Even at 80 mph, there is just 3000 rpm showing on the tachometer, well below the torque peak. In fourth gear, 80 mph arrives at 4000 rpm, at which point the engine begins to wake up and smell the coffee.

Tires, Z-rated Pirelli P-Zero ultra-high performance radials, seem to have more adhesion than the car requires. As hard as we drove, we were never able to hear any noise or howl through corners, but the tires do feel the road well, with slight changes in pitch as the surface changes. Pavement irregularities come through to the seats and wheel, but the suspension is supple enough to take the edge off the bigger inputs, so it's more like a thrill ride and less like a beating. In short, this car has more grip than we were willing to use on public roads.

Steering is delightfully precise. It's hydraulically assisted, tuned by Lotus. We can't recall a car with a smoother turn-in, or more poise on difficult turns. Brakes consist of ventilated discs, 13.8 inches at the front and 13.1 at the rear, with four-piston AP Racing aluminum alloy calipers. These are bigger brakes, and better, than what would normally come with an 8500-pound diesel tow truck.
The car is weighted 39/61 percent front to rear, but 50/50 side to side, so the moment of inertia during hard-right-to-hard-left transitions is practically invisible. The car stays flat, the tires stay quiet, and we stay firmly planted in our Recaro seats. The steering wheel barely moves, hardly any effort is expended, and actual road speed becomes difficult to judge. At one point, we looked down to see 80 mph on a 35 mph mountain road.

On a wide-open highway, pure straight-ahead speed is still impressive but not explosive. The V6 pulls strongly, but in the taller gears, acceleration comes on steadily, not with a bang. In a 50- to 100-mph roll-on contest, a Corvette would pull away. The Evora's performance, and good mileage for that matter, is based on lightness, rather than sheer engine power. It is incredibly quick, agile, and undeniably fast, but not a burnout machine like a muscle car.

We found getting out of the Evora was harder than getting in. By driving, we had become part of the car. Breaking that connection, limb by limb, does take a moment. One does not just hop out. And the world, when you stand up and look around, seems different.

Summary
Easy on the eyes, and easy to drive fast without noise, drama or protest. We're sure there are limits to this car's handling, but it might take some time at the track to discover them. If we owned a Lotus Evora, we would drive it every day, and every trip to the grocery store would be an occasion.


Model Line Overview
________________________________________
Model lineup:    Lotus Evora 2+2 ($73,500); two-seat version ($72,990)
Engines:    3.5-liter V6
Transmissions:    6-speed manual transmission; 6-speed Sport manual transmission
Safety equipment (standard):    2-stage airbags for driver and front passenger; ISOFIX child-seat fastening system in the rear; tire pressure monitoring system; ABS, Electronic Stability Control (ESC), Hydraulic Brake Assist, Electronic Brake-force Distribution (EBD); Electronic Differential Lock
Safety equipment (optional):    none
Basic warranty:    36 years/36,000 miles
Assembled in:    Hethel, Norfolk, England
________________________________________
Specifications As Tested
________________________________________
Model tested (MSRP):    Lotus Evora 2+2 ($73,500)
Standard equipment:    leather upholstery, Recaro black leather sport seats with recline, tilt and slide adjustments, air conditioning, flat-bottomed leather and magnesium steering wheel, manual steering column adjustments for length and height, illuminated aluminum control knobs and switches, power windows, leather shift knob and handbrake cover, remote release glove box, door storage bins and pockets, trip computer, Alpine CD/MP3 stereo with iPod dock connector and auxiliary input
Options as tested (MSRP):    Sport Package ($1,275) includes switchable sport mode programming for enhanced throttle response and rpm limit, a sports traction control mode with increased yaw and slip thresholds, a sports diffuser, titanium exhaust tailpipe, cross-drilled brake discs and black painted brake calipers; Sports ratio 6-speed manual gearbox ($1,500); Premium Package ($1,990) with full leather interior, accent lighting, arm rest; Technology Package ($2,995) with 7-inch touch screen, Satellite Navigation, upgraded Alpine speakers, 8-inch Subwoofer and additional Amplifier, Bluetooth and MP3 cable connections, Cruise Control, rear parking sensors; StarShield paint protection ($995); Electric power-folding mirrors ($450)
Destination charge:    ($1175)
Gas guzzler tax:    N/A
Price as tested (MSRP):    $83,880
Layout:    mid-engine, rear-wheel drive
Engine:    3.5-liter V6
Horsepower (hp @ rpm):    276 @ 6400
Torque (lb.-ft. @ rpm):    258 @ 4700
Transmission:    6-speed manual
EPA fuel economy, city/hwy:    18/27 mpg
Wheelbase:    101.4 in.
Length/width/height:    170.9/72.8/48.1 in.
Track, f/r:    61.7/62.0 in.
Turning circle:    33.3 ft.
Seating capacity:    4
Head/hip/leg room, f:    38.5/49.3/45.2 in.
Head/hip/leg room, m:    N/A
Head/hip/leg room, r:    31.6/49.3/27 in.
Cargo volume:    6.0 cu. ft.
Payload:    N/A
Towing capacity:    not recommended Lbs.
Suspension, f:    upper and lower forged aluminum wishbone suspension, anti-roll bar, Eibach springs and Bilstein dampers
Suspension, r:    upper and lower forged aluminum wishbone suspension, anti-rollbar, Eibach springs and Bilstein dampers
Ground clearance:    4.9 in.
Curb weight:    3046 lbs.
Tires:    225/40ZR18 front, 255/35ZR19 rear
Brakes, f/r:    disc/disc with ABS, EBD, Brake Assist
Fuel capacity:    15.9 gal.

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PopularMechanics.com
By Larry Webster

The Porsche Cayman S and the new Lotus Evora are two of the finest driving cars available at any price. They trade outright horsepower for handling prowess, telepathic controls and even a bit of fuel frugality. But which one cuts the best curve?

Los Angeles-After years of gestation, the new Lotus Evora has arrived on our shores. With an aluminum chassis, a Toyota V6 and a close-ratio manual transmission, its maker claims the low-slung sports car handles better than anything else on the road. Heady claims for sure, especially since the Evora's $74,675 base price also lands it right against Porsche's Cayman S, a lauded driver's machine that debuted in 2006. To find out which one rules the tarmac, we ran the pair on and around L.A. mountain roads, highways and city streets, and also stopped at Camarillo airport for instrumented testing. Over what was probably the best 330 miles we've ever spent in cars, we found our favorite.

The Specs

While both of these cars carry six-cylinder engines ahead of the rear axle-a rare engine placement-they're actually very different vehicles.

For example, the Evora has a V6 engine, while the Cayman relies on Porsche's flat six-cylinder. Displacing 3.4 liters, the aluminum motor employs a dry-sump lubrication system, variable valve timing and lift, direct fuel injection and a lofty 12.5:1 compression ratio. It belts out 320 hp at 7200 rpm and 273 lb-ft at 4750 rpm. A six-speed manual is standard, but our test car had the optional $3420 seven-speed automated dual-clutch gearbox.

This powertrain rides in a steel unibody that's a hardtop version of the Porsche Boxster. Struts front and rear anchor the tires to the chassis and optional adjustable shocks that were on our testor offer two suspension settings, normal and sport. Massive disc brakes ride inside all four wheels.

The Lotus eschews the conventional pressed-steel unibody for a hybrid aluminum and steel frame. The center tub is made from aluminum extrusions that are bonded and bolted together. An aluminum front subframe carries the front forged-aluminum control arms, while in the rear, a galvanized steel structure holds the engine and rear suspension. The body is fiberglass.

Driving the Evora's rear wheels is the same engine that's in the Toyota Camry. This sounds horrendously plebeian for an exotic-looking sports car, but the Camry's 3.5-liter V6 is actually a decent mill, and frankly, a small-volume manufacturer like Lotus-about 2000 cars a year worldwide-couldn't develop its own engine and sell a car for less than 100 grand. So like the Elise, the Evora relies on Toyota for power. Lotus provides its own engine-management system, exhaust and intake, which has bumped the power to 276 hp at 6400 rpm and torque to 258 lb-ft at 4700 rpm. There are two manual six-speed transmissions available, standard and close ratio. An automatic will be offered by the end of the year.

As an "everyday" Lotus, the Evora also has some major concessions to practicality not typically seen from the brand. Most notable is the rear seat. It's a cramped bench that's not fit for anyone over 5 feet tall, but since the rear trunk is small, the extra interior space is useful. The extra interior length also means the Evora can comfortably accommodate taller drivers than the Cayman. In addition, the Evora offers a backup camera, leather trim, iPod connectivity, navigation and, except for cupholders, nearly all of the features one might desire in sometime commuter.

The Cayman, likewise, can be outfitted like a Cadillac, but naturally the price rises quickly with each option. Our loaded version rang in at $76,505, a princely sum, but roughly nine grand cheaper than the $85,680 Evora. At least the fuel bills will be somewhat reasonable. The Cayman is rated for 20/29 EPA city/highway, and the Lotus comes in at 18/27 with the close-ratio gearbox. And as you'll soon learn, that's reasonable efficiency for the performance these cars provide.

The Drive

The Evora's extruded aluminum side sill provides a bit of hurdle when you drop into the bucket seat. We're not talking about major gymnastics, but a rehearsed technique greatly eases the ingress/egress. So getting in the Evora is either a sense of occasion or an unfortunate inconvenience depending on your outlook. The Porsche is like any other car with unimpeded access.

Once inside, neither car is especially roomy. The Lotus has the advantage of greater fore and aft seat travel, but shoulder room feels a little tight compared to the Porsche. Also, the Evora's pedals soak up every bit of the pedal box so there's not any room for a dead pedal. Still, both cars have tilting and telescoping wheels, which meant a comfortable driving position was readily achievable.

On the dragstrip, the Porsche's 13 percent better power-to-weight ratio and quick-shifting gearbox carried the day. It ran to 60 mph in 4.82 seconds, a half-second quicker than the Evora. And of course, the acceleration gap continues to widen as the speeds increase. The Evora has a slight grip advantage-its 0.99-g skidpad number is 0.01 g higher, and it stops from 60 mph in just 104.29 feet, nearly 4 feet better than the Porsche. On a racetrack the Porsche would still quite easily hand the Evora its lunch.

In normal driving both are shockingly civilized and quiet, but the Porsche has an edge. For one, there's the automated gearbox; as much as we liked rowing the Evora's gearbox, in traffic it gets old. Also, the Lotus has huge B pillars that hamper rear visibility, especially when checking the blind spots.

Change the venue to a sinewy mountain road, however, and things change. The Cayman is a practiced artist in the curves, a machine that responds with equal aplomb to both aggressive driving and a more moderate pace. The engine's intake honks deeply at wide-open throttle and there's good communication between the tires and driver. The gearbox snaps off upshifts insanely fast and delightfully blips the throttle for downshifts. This transmission, by the way, deserves a better operator interface than the steering-wheel-mounted buttons. We're thinking of proper, column-mounted paddles like a Ferrari, not cheap plastic bits from a Pontiac Grand Prix.

Lumpy pavement is the Cayman's kryptonite. The body moves up and down quite a bit, which doesn't necessarily effect the car's grip, but the motions sap the driver's confidence. Selecting the sport mode only made the ride stiffer and still didn't quell the body motions. Overall, however, the Cayman deserves its high regard among sports car aficionados.

Comparatively, the Lotus is on another planet. That same undulating road posed no challenge for the Evora's suspension. There's a fluidity that's remarkable. It's like the wheels are free to move up and down, conforming to the surface, but simultaneously, the body stays flat and level. We don't mean to give the impression that the Porsche is awful in this regard-it's not-it's just that the Lotus is uncannily good.

Switching between the two reveals a marked difference. The Cayman simply feels larger-though it's about the same size-as if there's a thin, but extra layer of isolation between the road and the driver. The Porsche's responses are just a tick behind, yet it's also the stiffer of the two cars. Somehow Lotus has figured out how to make the suspension both incredibly supple and sharp-edged.

On real-world backroads, the Evora outhandles the Porsche by a wide margin. Now, handling is a tough concept to quantify beyond a driver's impressions. We thought we'd bring some data to the exercise by driving both cars over the same section of curvy pavement while recording the speed, time and g-forces with our VBOX data logger.

Over a one-mile course, the Lotus was faster by a mere tenth of a second. The data suggests an inconsequential difference between the two cars, which didn't back up our seat-of-the-pant impressions. But digging deeper reveals something else: The Porsche gains times in the straights thanks to its better power-to-weight ratio, but in the curves the Lotus was often going up to 5 mph faster. Since both cars have about the same grip, the difference is simply that the Evora provides greater confidence and thus we felt more comfortable pushing it harder.

What's amazing is that the Evora has this handling without the help of fancy chassis aids. Sure, there's stability control-which, like the Cayman's, unobtrusively operates in the background-but the power steering doesn't have variable assist and the shocks lack multiple settings.

All that hard charging took a toll on fuel economy. During a 260-mile mix of city, highway and aggressive backroad driving, the Porsche managed 22.90 mpg and the Lotus 22.69. Be gentle with the throttle and both cars can easily achieve fuel economy in the high twenties.

The Bottom Line

The Lotus delivers a man-machine connection that we didn't think was possible-a car that every ride and handling engineer should sample. Plus it's full of character-you sit practically between the front wheels, the shape is as exotic as a Lamborghini, and the Toyota V6 is not only commendably smooth, it also cries a deep-throated wail like the Porsche. In today's world of blandness, an interesting ride that doesn't suffer a ride penalty is an alluring option. The Porsche is not only outright faster, it's cheaper and better quipped inside. Picking between the two is a bit like choosing your favorite Burt Reynolds movie. If you plan to commute in one of these two cars, the Cayman is a better option. It's simply a tick easier to live with. Give us 75 grand, however, and we're high-tailing it to the Lotus store.




 
                                                          EVORA                                                                                Cayman S
Base price                                           $74,675                                                                                 $61,150
As tested                                             $84,680   
Powertrain                                         276 hp/258 lb-ft, 3.5-liter V6, 6m                                      320 hp/273 lb-ft, 3.4-liter flat 6, 7 auto man
Suspension (f/r)                                 control arms, coil springs/control arms, coil springs            struts, coil spring/struts,, coil springs
Wheelbase (in.)                                       101.4                                                                                       95.1
Length (in.)                                              170.9                                                                                      172.3
Width (in.)                                                72.8                                                                                         70.9
Track (f/r)                                               61.7/62.0                                                                              58.5/60.2
Axle ratio                                                      3.24:1                                                                                 3.25:1
Brakes (f/r)                                     13.8-inch disc/13.1-inch disc, ABS, ESC                           12.5-inch disc/11.8-inch disc, ABS, ESC
Curb weight                                                   3100                                                                                    3180
Weight distribution                                      38.7/61.3                                                                               45.3/54.7
Power-to-weight (lbs/hp)                                 11.23                                                                                     9.94
Tires (f/r)                                               225/40ZR-18/255/35ZR-19                                             P235/40ZR-18/P265/40ZR-18
Acceleration (sec)       
0-30 mph                                                            1.93                                                                                    2.06
0-60 mph                                                             5.32                                                                                   4.82
0-100 mph                                                          12.93                                                                                  11.11
40-70 mph                                                            3.98                                                                                   3.17
Quarter-mile                                                 13.58 @ 102.47                                                                   13.00 @ 109.05
Braking (ft)       
30-0 mph                                                              26.45                                                                                 27.22
60-0 mph                                                             104.29                                                                                108.21
Skidpad (g)                                                             0.99                                                                                   0.98
Mountain road run (sec)                                           77.40                                                                                 77.50
EPA fuel economy (city/hw
                                                                              18/27                                                                                 20/29
PM fuel economy                                                     22.69                                                                                  22.90

Preview: 2010 Lotus Evora 2+2
Sexy four-seater is best Lotus ever!

National Post
David Booth
May 14, 2010

Lotus claims it has a tradition of doing this 2+2 thing. Indeed, the company's new public relations expert, Kevin Smith, points out that four-seaters, in the guise of Elans, Elites, Eclats and Excels, have made up 20% of the storied marque's entire automobile production between 1948 and 1996.

The problem with that statement, no matter how factual, is that none of us remembers those cars. Everyone with even a bit of 10W40 running through his or her veins is, of course, familiar with the Elise and Exige, those Toyota-motored little speedsters that like to embarrass Ferraris for one quarter of the price. Those of us old enough to start forgetting may well have some fading memories of tiny Lotus 25s dominating Formula One. There might even be some passing fondness for the Esprit, the ill-conceived but blindingly fast exotic that Lotus thought might challenge the Italian hegemony on supercars. But passenger-friendly Loti? I have no memory of those. Surely, they are a myth.

Welcome, then, to 2010, when even established and financially successful purebreds such as Ferrari have to bend to market pressure and build hybrids to shore up sales in a recessionary market. For the last 15 years, Lotus has been a one-trick pony serving up mad little two-seater roustabouts, passionate but never pragmatic. Perhaps it's time a little everyday practicality gets mixed into all that panache.

So, the Evora is the practical Lotus. Indeed, a skeptic might point out that the use of an engine from a Toyota -- a Camry no less -- represents a step back from its commitment to performance.

But, of course, that skeptic would be wrong; in fact, all current Lotuses are Toyota-powered, Elises and Exiges being powered by a high-revving four-banger liberated from the Matrix XR-S and the Celica GT-S. And nobody is questioning their sporting bona fides.

Indeed, the practicality of sourcing engines (saving R & D dollars, bypassing the expensive certification processes, etc.) from Toyota does not render the Evora at all pedestrian. From its underpinnings -- a modular aluminum-based chassis Lotus calls Versatile Vehicle Architecture (VVA) -- to an incredibly sexy body whose official description as "sleek and athletic" is woefully understated, the Evora is as exotic as anything that has worn the Anthony Colin Bruce Chapman logo.

But it certainly is more practical. Forget that the rear seats are really only appropriate for toddlers (ISOFIX attachments included), it's the rest of the car that actually makes this the first serviceable daily driver in Lotus's history. The front seats, by Recaro, are eminently comfortable and well up to a day-long cruise. They are, will wonders never cease, adjustable both fore and aft and for recline. There's even enough travel to accommodate a 6-foot-6 basketball center and you don't have to fold like a contortionist to get into them. And, surely, the wonders just keep on coming because, lo and behold, this a Lotus in which the steering column is also adjustable, both tilting and telescoping.

There's an audio system that is actually audible, a navigation system that might even direct you to where you want to go and, shades of modern motoring, an available backup camera so you don't run over the aforementioned toddler's tricycle. The climate control actually conditions the air and, as perhaps the ultimate sign that Lotus has indeed gone mainstream, the headlamps even offer little washer units--just like real cars!

Yes, the front wheelwells intrude too far into the cabin for perfect ergonomics and, OK, the red-tinted digital readouts are difficult to read in direct sunshine, but there's no disputing the Evora is the most practical Lotus ever and as utilitarian as, say, a Porsche Boxster.

But, while everyday usability might be the attribute potential customers use to rationalize their decision to purchase an Evora, it is not the reason anyone lusts for a Lotus. Nope, the reason Colin Chapman remains the exalted guru of lightweight sports cars is the almost synoptic connection between the steering wheel and the front wheels that is part and parcel of every Lotus ever built.

The Evora, for instance, starts with a chassis, built in three parts, that boasts an incredible torsional rigidity of 26,600 Newton-metres per degree (more than twice that of the Elise). Now, only about three people in North America know what a Newton-metre actually represents, especially when complicated with that "per degree" business, but rest assured that such a large conglomeration of them is a worthwhile attribute. It means the chassis is extraordinarily stiff, the perfect basis, say suspension engineers, for tuning a car that both handles well and doesn't jar fillings over potholes.
And here's where the Evora shines. Despite its (relative) practicality, the Evora handles every bit as well as the much-acclaimed Elise and Exige. Though the suspension is more family-friendly, roll, even during hard cornering, remains all but nonexistent. Though it is tuned for user-friendly understeer with relatively narrow 225/40ZR18 front tires (255/35ZR19 in the rear), it's a brave driver that will push the Evora beyond its 1.02-g cornering capacity to start sliding around. Even then, the Evora has a newly minted traction control system that, while generating the intervention that safety nannies require, offers a sport mode that Yours Truly can use to hold that perfectly controlled drift he's always bragging about.

As for that Toyota-sourced engine, fret not about its origins. Yes, it may have once powered the most boring sedan in existence, but tuned by Lotus with Evora-specific electronics and exhaust system, it sounds quite rorty and produces a creditable 276 horsepower that can accelerate the 1,382-kilogram Evora to 100 kilometres an hour in just 5.1 seconds.
If you're looking for a downside to the Toyota connection, it won't be found in the engine but in the transmission. Its six forward gears shift smoothly enough, but the throws are extraordinarily long for a car this sporting. And, a word of warning to all potential Evora customers: Order the optional, close-ratio sports transmission. The standard box -- identical except for changes to gears three through six -- is woefully overgeared and designed for maximum fuel economy.

As for pricing, the base Evora, without the rear seats, costs US$72,900; with the rear seats, the price rises to US$73,500. Pricing for Canada has not yet been released.

Lotus claims the Evora is the world's only mid-engined 2+2 sports coupe. I say it's the best Lotus I've ever driven.

2010 Lotus Evora: First Drive
Move over Porsche Cayman, the Lotus Evora has arrived

AutoGuide.com
Colum Wood

May. 13, 2010

Lotus might just be the most undervalued and underappreciated automaker on the planet. Sure hard core track enthusiasts and auto buffs know of cars like the Elise and Exige that deliver almost unimaginably good handling; but without a vehicle that has genuine mainstream appeal, the only time you're likely to hear mention of the British brand is if you run across a club racer track junkie or are watching a program on the history of motorsports. That is, until now.

The Evora is the new flagship model from Lotus and represents an important step in the history of the brand. In fact, in many ways it reminds us of some earlier Porsche models, offering an exceptionally raw driving experience, in a mostly refined package, but with a few eccentricities.
Weighing just a touch over 3,000 lbs, it needs just 276-hp from a mid-mounted V6 engine in order to hit 60 mph in just 4.9 seconds - making it a perfect rival to Porsche's Cayman. But in so many other ways, it's not like a Cayman at all.

Lotus would tell you that it's because the Evora is technically a 2+2 and the only mid-engined 2+2 in the world. That's somewhat misleading, however, as the rear seats are about as useful as the ones in a Mini.

The real reasons include the car's looks, its bespoke characteristics and its less-than-polished engineering traits - some of which are drawbacks, but many of which just add to the car's unique character.
ALL THE LOOKS OF A TRUE EXOTIC
First off, there's the design. It's stunning. Yes there's a definite resemblance to the smaller Elise and Exige, but the Evora wouldn't look out of place parked between a Ferrari and a Lamborghini - try saying that about a Cayman. It's longer and wider, based off an all-new Versatile Vehicle Architecture that Lotus intends to use for other future models.

During the launch we were surprised to come across more than a few folks who knew this was the "new Lotus." Still, one woman commented that she liked our Ferrari. The Lotus engineers cringed at the reference, but the designers must be beaming. It's been a long, long time since anyone confused a Lotus with a Ferrari.

COCKPIT IS BESPOKE AND BEAUTIFUL
Inside the bespoke nature of the car is immediately obvious, as are the efforts to add luxury and improve overall comfort. Sure its easier (not easy, just easier) to get into than an Elise; the hydraulic power steering makes it livable for daily driving and the seats are a bit wider, softer and more comfortable, but the biggest step forward for Lotus comes with the abundance of leather and aluminum - with the brushed metal on the dash and center console looking more like something you'd find in a Bentley or Aston Martin.
As nice as the individual parts are, the assembly lacks roboticized uniformity. Still, the Evora combines some laser-red screens next to the main gauges to deliver a real exotic car feel, with a Spartan luxury in the Premium Package that combines the excessive simplicity of, say, a BMW, with a minimalist interpretation of British luxury.

Lotus also offers a $2,995 Technology Package with goodies like a 7-inch touch screen with navigation and backup camera, as well as rear parking sensors and an upgraded audio system to further spice things up. The parking aids should be a popular option with rear visibility minimal at best.

What we'd rather see are items like a push-button ignition and one-touch auto up-down windows.

ADDED QUIRKS, LESS THAN PERFECT GEARBOX
The car's limited production also reveals traits like a transmission and rear end where you can often hear the cogs swapping and parts moving - especially at low speed when taking off from a stop. Again, this is the type of thing that adds to the Evora's character rather than detracting from its refinement. We're reminded of similar traits from exotic Italian autos from the not too distant past.

One complaint we do have is with the gearbox - something we've long considered a weak link in past Lotus vehicles. During our stint behind the wheel we often found that it was easy to hit a gate. In general, the clutch pedal travel is quite long and requires full engagement while shift throws are longer than expected.
Currently Lotus only offers a six-speed manual, but promises an automatic is set for next year.

MUST HAVES: CLOSE RATIO TRANSMISSION AND SPORT PACKAGE
As it stands, the tranny, like the engine itself, is initially a Toyota unit. Both a standard gear ratio and a sports gear ratio are offered, with the sports model costing an additional $1,500 - but well worth it. In fact, the Lotus execs we talked to were considering dropping the standard tranny altogether as only one buyer had opted for it. Most surprising is news that the shorter gearing delivers the best fuel economy with a rating of 18/27 mpg (city/highway).

Your best bet is to also upgrade to the $1,275 Sport Package. While it does include some rather mundane features the real reason is the Sport button on the dash. Push it and the throttle response becomes more immediate, the traction control allows for added slip and the maximum rpm increases from 6800 rpm to 7200 rpm.

A TOYOTA ENGINE, BUT SURE DOESN'T FEEL LIKE IT
Behind the wheel and powering along the twisty Sunrise Highway outside San Diego it's hard to believe this is essentially the same engine found in the Toyota Camry. Many will immediately discount the Evora for this, but you can't deny the advantages of having a reliable Toyota engine.

Unchanged internally, the Toyota V6 gets a few extra ponies thanks to a less restrictive exhaust system. It's not quite as loud as we'd like, but once warmed up it seems to sing a little more. For enthusiasts, Lotus does offer an upgraded exhaust system.

Without the weight of a mid-sized sedan to lug around the liberated 3.5-liter mated to the sports ratio transmission surprised us by not only delivering good power at low rpm (even in higher gears), but it also really screams up top with power that just keeps on coming. Sure we'd like an extra 100-hp for the straights, but that's not really what this car, or any Lotus for that matter, is about.

GRIP, GRIP AND MORE GRIP
Blasting from corner to corner, the Evora begs for revs and offers an unreal amount of grip. Not once did the tires complain during our day behind the wheel, with no understeer or oversteer - just the continuous taunting of the chassis and Pirelli tires telling us we're not up to the task of discovering the full potential of the Evora. And on the street, we'll admit as much, not wanting to fully test the limits of 1.25 gs of lateral grip.
Helping to deliver all that traction is an electronic differential lock. Providing essentially the same result as a limited slip differential, the EDL uses the stability control program to reduce power to the inside wheel to avoid wheel slip.
With no body lean to speak of, what might be so amazing about the Evora is how comfortable the ride is - something Lotus engineers attribute to an excellent platform that isn't burdened by excessive weight. As for weight distribution, it's the same as the Elise at 39/61 front to rear, which is well off the supposedly perfect 50/50 balance, but there's no denying it's the ideal setup here.

HYDRAULIC STEERING GREAT AROUND TOWN; WON'T WEAR YOU DOWN AT THE TRACK
The steering is a genuine treat. It's ultra precise and feels even better with the optional light-weight forged wheels. It's also not overly heavy allowing the Evora to be driven with finesse.
One fault we found, however, is that the tires tend to follow the ruts in the road quite a bit, often tugging the wheel and the car in different directions.
Like the steering, the brakes are equally responsive and Lotus claims a 60-0 mph stopping distance of just 100 feet - which essentially bests everything on the market.  The 4-piston front calipers and 13.8-inch rotors are designed to resist fade even under the most aggressive driving. Lotus admits they are overkill, hinting that they'd be ideal even on a heavier version of the car (convertible or supercharged model perhaps).

Unfortunately the fourth pedal, the dead pedal, is absent. That might not seem important, except that you're left with a decision: either put you foot flat on the ground, hold it just above the clutch or tuck it underneath - none of which are ideal.

AN EXOTIC FOR LESS
Sure it might not have 500-hp and it's not German or Italian, but the Brits have always had a way of making others nervous when they put together a solid sports car - and the Evora is it. Sticking to the brand philosophy of performance through light weight the Evora offers unmatched performance, style and originality with a few typically British quirks for $73,500 - although a newly announced 2+0 model goes for $72,990. The $1,500 close ratio transmission and $1,250 Sport Package are musts and we also recommend the Premium Package with some stunning leather options rather than just the factory black.

THE VERDICT
Stacking up directly with the Cayman, Lotus is also hoping to take the battle to 911 buyers who are seeking more originality, style and the sort of raw driving experience that Porsche built its empire on. So far it seems to be working, with Lotus reporting that the majority of initial sales are conquests from other brands and not just Elise or Exige owners moving up the Lotus ladder.
Yes the Evora represents a new level of daily drivability for Lotus, but it's still a few quirks short of being mainstream.

Still, as a more-civilized car the Evora is certain to attract a broader audience, sell well and build brand recognition for Lotus, putting the small British sports car maker on the road to bigger and even better things. If it all pans out, we're likely to look back on the Evora as the car that changed Lotus.

 

Lotus Evora's success turns on pure handing
Toronto Star and Wheels.ca
Jim Kenzie
May 14, 2010


SAN DIEGO, CALIF.-If Lotus has any image at all as a manufacturer of road cars (as opposed to its legendary Formula One history), it's as a maker of small, light, elemental, great-handling if somewhat fragile two-seat convertible sports cars.
So it came as a bit of a surprise to learn during the preview of Lotus's new Evora mid-engined two-plus-two sports coupe that 20 per cent of the company's sales from its inception in 1948 through 1996 were two-plus-two coupes. Remember Elan +2, Elite, Eclat and Excel? Add Evora to that list.

Evora goes on sale later this year. Canadian pricing hasn't been finalized, but U.S. prices start at $72,990. Given the near-parity of our respective dollars, Canada's higher import duty (6.1 per cent versus 2.5) and our generally higher cost-of-doing business, starting with Transport Canada's more stringent and expensive certification process, you'll be getting little change from an $80,000 bill.

The stunning looks come from Lotus's in-house design office, headed by Russell Carr. Steve Crijns led the exterior design, and went for a extreme cab-forward look with short rear overhang and differential wheels - 18-inch front, 19-inch rear - to emphasize the mid-engine configuration.

Evora's chassis is an evolution of the bonded and riveted aluminum sheet-and-extrusions structure that has underpinned the Elise family of two-seaters since its intro in 1995, although only about 5 per cent of components are shared.
Key differences are the bolt-on front (aluminum) and rear (steel) subframes that make manufacture and crash repair much simpler and cheaper.

The modularity of this design enables future models that could be longer, shorter, wider or some combination thereof, and which are expected to include an Evora convertible.

The double-wishbone suspension arms are forged aluminum. Eibach springs, Bilstein shocks and Pirelli P-Zero tires (225/40 ZR18 front, 255/35 ZR19 rear) complete the suspension basics.

Steering is hydraulically-assisted, Lotus's suspension engineers not being convinced that electric assist can provide the necessary precision and feel.
AP Racing makes the four-wheel disc brake system to Lotus's spec. The massive rotors - 350 mm front, 332 mm rear - provide fade-free braking even under hard use.
The composite body panels for the central passenger compartment are bonded to the tub for added stiffness. Front and rear panels are bolted on, again for easier crash repair.

As with Elise, Evora's engine comes from Toyota, essentially the same variable valve timing 3.5 litre V6 used in Camry, Sienna and Lexus ES 350 but fitted with a Lotus-unique throttle control and engine management system.

Output is 276 hp at 6,400 rpm, with a torque peak of 258 lb.-ft. at 4,700 rpm.
Toyota does have a six-speed manual that it uses in various diesel-powered Toyotas, although not with this engine, at least not in North America. In Evora, Lotus mates this six-speed to the V6 with a flywheel and clutch also supplied by AP Racing.

No automatic is offered.
The top three ratios in the base gearbox are all overdrives; the ultra-tall gearing isn't conducive to sporty driving, so Lotus makes its own third-through-sixth ratios for an optional Sport-Ratio box, which actually scores slightly better in the U.S. EPA Fuel Economy ratings. Lotus expects almost all of its North American customers will choose it.

The interior, styled by Anthony Bushell, is officially a two-plus-two, but those "plus-two" had better be very small children (there are Isofix child seat anchors back there), or employed either by Cirque du Soleil, because anyone above the fifth percentile in size isn't going to fit.

It makes the Porsche 911 look like a limousine - think of the back seat as a grocery bag storage space with three-point seatbelts.

Lotus will offer a more realistic "two-plus-zero" version, with that space dedicated to cargo.

Speaking of, the trunk offers 170 liters (6 cubic feet) of storage behind the engine. A set of golf clubs will fit in there if you're careful and clever.
Ingress is easier than in Elise or Exige, thanks to taller, wider-opening doors and narrower side sills. But it still isn't easy - the car is very low.

Once inside there is excellent room, especially for taller people, thanks to the double-bubble roof, but you won't be seeing much to the rear or rear three-quarters due to the tiny rear window and huge rear roof pillars.

The leather-covered sports seats are manually adjustable for reach and rake, as is the steering wheel.

The materials, fit and finish are much more luxurious than anything Lotus has ever made, and more so if you choose the Premium Package, which basically swathes everything in leather in a choice of four colours, but will cause no sleepless nights chez Porsche or Audi.

A Technology Package adds an Alpine multi-media system with a seven-inch screen that contributes upgraded stereo, Bluetooth and iPod connectivity, and satellite navigation with a removable hand-held component so your navigational assistance doesn't end when you leave your car.

The major drawback of the interior stems from that forward cabin, which means the left front wheel well leaves no room for your clutch foot - you have to stick it under the pedal. Awkward.

You don't just fire up and drive off in a Lotus. First, you have to negotiate the anti-theft system: lock the car from the key fob, then unlock it, then ignite the ignition within 30 seconds or you have to start the sequence over again.

You also should take several moments to go over the functions of the various buttons and displays because they aren't always intuitive, and can be difficult to decipher once on the run.

The engine is dead docile, as you'd expect from a cooking Toyota engine. Yet it moves the 1,382 kg (3,047 lbs.) car with alacrity.

It isn't the slingshot sort of acceleration you'd get from a 911 Turbo or a Corvette, although a 5.1-second sprint to 100 km/h is hardly chopped liver.
Rather, it feels like what it is - a car powered as much by lightness as by gasoline.

The AP Racing clutch is a bit sensitive, while the gearbox feels like it has indeed done duty behind a diesel engine because the throws are long, and the precision not up to the level of the rest of the car.
All is forgiven when you first turn the steering wheel into a bend at anything above a walking pace. Here is where Lotuses really shine, and Evora fulfills the family obligation.

Matt Becker (officially, Product Attributes Manager; unofficially, chief engineer) notes that the core of the wheel is lightweight magnesium to reduce rotational inertia. I'd never even thought of that before, and don't know whether it was the power of his suggestion, but for sure the effort needed to move the wheel is very low, yet there is enough natural-feeling resistance to let you know you're driving a car, not playing a video game.
Brilliant.

The weight is concentrated between the axles; like a figure skater who spins more quickly when her arms are crossed close to her body, the car yaws more quickly too, leading to extremely nimble handling. (The technical term is a low polar moment of inertia.)

The 31/69 front/rear weight distribution ensures a rear-biased handling characteristic.

Becker says they have measured better than 1.2 g in cornering; if the tires start to squeal, you better back off because you are going very, very quickly.
Too quickly, and the ESC will kick in, but the threshold level is high enough that you have to be grossly out of shape to exceed it.

The optional Sport package allows you to select a sharper throttle response algorithm; it also shoves the ESC threshold even higher. You can shut ESC off altogether but, other than for track driving, Lotus wouldn't recommend it, and neither would I.

The racing brakes are predictably powerful; Lotus USA marketing manager Kevin Smith says the braided stainless steel brake lines are responsible for the immediacy of the retardation due to the utter absence of flex when pedal pressure is applied.

"Right here, right now!'' he warned us.
He was, um, right.

A long-standing Lotus tradition dictates that handling prowess like this is accomplished with perfect suspension geometry and calibration of dampers and bushings, not with rock-hard springs. As a result, Evora rides extremely well.

Providing you can fit your mom into that right front seat, she won't mind at all.
Lotus's objective with Evora is to produce a car that reflects the company's tradition of pure handling, agility and efficiency, but with enough comfort and luxury to be a daily driver for other than the hardest-core sports car fanatic.
Mission largely accomplished.

It doesn't attain the levels of luxury of some of the most obvious competition: a Porsche Cayman has a better-finished interior, and I think I could still detect a faint smell of curing resin from Evora's composite body.

But that pure handling, and the exclusivity guaranteed by the fact that only 2,000 Evoras will be built per year with a third of those coming to North America - not to mention young women actually jumping up and down and waving at you as you drive by - should ensure Evora's success.

Lotus Evora 2+2

PRICE: estimated $80,000-$100,000

ENGINE: 3.5 L V6 (Toyota)

POWER/TORQUE: 276 hp/258 ft.-lbs.
 
FUEL CONSUMPTION: converted from U.S. EPA data 12.6/8.4 L/100 km (22/34 mpg)

COMPETITION: Audi TT, Chevrolet Corvette, Porsche Cayman

WHAT'S BEST: Outstanding dynamics; excellent performance with low fuel consumption

WHAT'S WORST: Outward visibility; no place for clutch foot

WHAT'S INTERESTING: Lotus partly owned by Malaysian Government