Size is relative, it depends on the viewing angle. For the traditional Lotus brand, the E vora a huge, important step, because the British are leaving the path they have followed for many years. As small as possible, light, partly fragile, for some monothematic, is no longer binding. So it can be a little more, but without discarding the original virtues and talents. The platform - completely newly developed and not another Lotus Elise derivative - is traditionally made of aluminum. The body is not pressed into sheet metal, but laminated from plastic. And the 2 + 2-seater theme is not really new at Lotus either.
The Lotus Evora does not get out of hand
Elan +2, Elite, Eclat and also Excel expanded the product portfolio with a row of jump seats between 1967 and 1992. The Lotus Evora doesn't work genetically or optically So out of control. Despite a length of well over four meters, the two-door model retains the aura of lightness. It is not an optical heavyweight that the inertia of the crowd paralyzes while standing - just like the Lotus philosophy. Under the flat front section, the coolers nestle tightly against the aluminum subframe. Behind the slim waist grows a well-proportioned, powerful rear end - wide enough to offer a trunk that can hold a golf bag.
The Lotus Evora accelerates better than a Porsche Cayman
And shortly before, classic between the axles, the engine pulsates. A huge engine by Lotus standards with six cylinders and an opulent 3.5 liter displacement. No squawking four-cylinder struggles for propulsion, but rather 280 hp sounding appropriately and a maximum torque of 350 Newton meters, resulting from the long-term partnership with Toyota. With which the Lotus Evora from a technical point of view Ranks eye level with his new classmates and, with regard to acceleration, for example in front of an Porsche Cayman doing gymnastics.
To stay with the topic of gymnastics: When getting in, the Lotus Evora no longer requires its pilots to do extreme physical exercises. In contrast to the Lotus Exige, for example, more people get in than they do. Not really graceful, but without pulling muscles you can enter the noble leather-covered and convincingly processed interior.
The rear row of seats in the Lotus Evora is only suitable for absolute emergencies
You can dive straight into perfect through wide-opening doors, over deep, wide sills contoured, comfortable Recaro seats. An Audi TT is undoubtedly easier to board. Nevertheless, the Lotus Evora is by no means so tight that claustrophobes have to avoid the British. The space is adequate as long as you don't flirt with the rear row of seats. The jump seats are actually only suitable for the greatest need for adolescents. Best as a luggage rack, however, which doesn’t make the British's utility much different from that of the competition. However, an extra 3,510 euros for the second row is considerable, despite the Isofix system included. The same amount of money invested in the optional tech pack seems better. So in a cruise control, a tire pressure control display, parking sensors and a HiFi system with DVD player and navigation device.
The Lotus Evora-V6 is not a wild beast
The built-in Alpine system seems to come from a tuning fair in the 90s and offers its handling more puzzles than solutions. No more electronic bits and pieces. A lotus is not intended for living, but for driving. It is precisely for this that he provides the appropriate means. First of all, an interior that is successful from an ergonomic point of view, even if the left foot cannot rest due to the sill protruding far into the interior. Still: time to awaken the true spirit. The V6, which is covered with a plastic panel, clears its throat with its hand held up, starts an inconspicuous combustion song. He is not a wild animal that snaps at the crew at any time, nor is it a poisonous sports engine that latently tugs at the nerves.
Short shifting travels in the Lotus Evora
The four-valve engine raises the tone from 3,000 revs. From 4,500 rpm, the camshaft adjustment then intensifies the bite. 2,000 more tours until the first of a total of three shift lights sets an example. The metallic clacking gear knob is content with pleasantly short distances. When guided through the alleys with commitment, the original precision is lost in the depths of the central tunnel. Purists will be pleased that driving the Lotus Evora is not synthetic, the experience not in cotton woolis packed. It's an honest, direct experience, but one that has a fitting dose of long-distance comfort in it. The double aluminum wishbones are not operated by an excessively hard hand. The spring-damper elements work tightly but in a balanced manner. The Lotus can only manage short transverse joints hit the small steering wheel.
There is no full-fledged ESP on board the Lotus Evora
In the opposite direction, there is nothing to complain about in the chain of command. The rear-wheel drive car follows its precise and direct steering without any further steps, without being too pointed. The susceptibility to ruts is also justifiable. The reaction to load changes is already clearer. Especially since there is only a traction control and no full ESP on board. Experts will appreciate it if the rear can be tickled with the accelerator pedal. Others should acquire a constant load condition in the curves. Then the border area is characterized by a convincing neutrality.
Commitment to motorsport is planned with the Lotus Evora
In terms of driving dynamics, the Lotus Evora (the Lotus Evora in the driving report) is a force - one with the finest agility Handling toy with a brake system that is easy to dose and has a stable grip. The fact that in the end it doesn't get more than three stars is due to the incomplete security equipment. An ESP is planned for the coming model year, and Lotus has big plans for the Evora. A variant with an automatic transmission is also on the agenda, as is a version with a supercharged engine. And the new company director Dany Bahar also has a motorsport commitment in focus.