Lotus And AMG Are Incompatible Like Oil And Water

The Lotus Emira is the long-awaited successor to the Evora, a fairly uncompromising mid-engine compact supercar driven by a naturally aspirated or supercharged edition of the most dependable Toyota V6 manufactured. It was in direct competition with the Porsche Cayman, Alfa Romeo 4C, and the Alpine A110, all of which featured the same mid-engine design. From the initial 2009 model to the 2020 GT, each iteration of the Evora had a single goal: To fully engage the driver.

Nonetheless, this focus came at a cost. The entertainment system was subpar, and the materials adorning the interior were only marginally superior to a napkin in a sketchy strip club offering chicken strips. This aspect made the Evora extremely challenging to live with daily. However, for the automotive enthusiast who actively participates in track days, nothing else was as suitable.

Lotus’ rigid approach made the Evora an exceptional driving instrument, yet it faltered in practical use. Connecting your phone to the aftermarket sound system was a feat, leaving only the auditory delight of Toyota’s V6 – splendid when desired, but less appealing when seeking tranquility on a leisurely drive home. Due to the Evora’s shortcomings, many opted for a Porsche 718 Cayman, arguably the go-to car in this category. It’s the versatile player in the sports car arena, effortlessly catering to all, while the Evora represented a hardcore choice for pseudo racers sporting pretentious photochromatic shades.

To enhance profitability, Lotus would have to inject a dose of practicality into the Evora successor, leading us smoothly to the Emira I4 and its automatic transmission – an experience we recently had at the Goodwood Festival of Speed in the UK.

The less costly Emira I4 provides a less potent option compared to the leading model in the lineup. The latter features a supercharged Toyota V6 producing 400 horsepower and 310 lb-ft of torque. Lotus decided to offer a standard six-speed manual for the V6 variant, while there is also the option for a six-speed automatic transmission.

The Emira I4 is driven by a turbocharged four-cylinder power plant, which is not sourced from Lotus’ traditional engine collaborator. The Geely parent company that controls Lotus is also a shareholder in Mercedes-Benz, leading to an agreement to utilize the same powertrain found in the AMG models with “35” and “45” designations. In the Emira, this engine delivers 360 hp and 317 lb-ft of torque. Consequently, it is only 40 hp shy of the V6 but offers greater torque than the larger variant, which generates only 310 lb-ft when paired with a six-speed manual gearbox.

Upon Lotus’s initial announcement of utilizing four-cylinder AMG power, excitement ensued. The Mercedes-AMG CLA 45 exhibits notable performance in straight-line runs, and the reduction in cylinders inevitably results in weight savings. A commendable approach to adhere to the Lotus philosophy of simplification and weight reduction, especially now that the brand is focused on producing vehicles that its founder would disapprove. Colin Chapman is likely spinning in his grave so rapidly that his remains could potentially power a small community.

Despite the smaller powerplant, the weight reduction is not as significant as one might anticipate. The V6 weighs approximately 30 pounds more, an imperceptible difference for the average individual in a 3,188-pound vehicle. While the Emira I4 isn’t overweight, it also doesn’t possess the lightweight nature expected of a Lotus. In comparison, the Porsche 718 Cayman GTS (equipped with a 4.0-liter NA flat-six) weighs 3,166 lbs.

Nonetheless, it’s essential to acknowledge that the Emira isn’t the Evora. Lotus recognized the necessity to enhance the user-friendliness of the Emira, hence a few additional pounds may be forgiven if they contribute to a comfortable driving experience even during long journeys without the urge to

Leave the scene and drive on your own to put an end to the suffering.

Exterior: Resembles a Small Evija Design

The Emira serves as a sports vehicle, yet its style clearly echoes the all-electric Evija hypercar. The common lineage shines through in both the front and rear. Despite lacking the same aerodynamic channels as the Evija, the vents are designed to present a similar aesthetic. Up front, it flaunts identical hood slats and comparable headlights. While the lower bumper may not be as fierce, the comparison is between 360 horses and an EV boasting nearly 2,000 ponies.

Our model displayed the Hethel Yellow hue, enhancing its resemblance to a mini Ferrari. Many individuals in the British countryside mistook it for either a McLaren or a Ferrari. This confusion likely arose from Lotus facing challenges in introducing the Emira, hence leaving the English populace relatively unfamiliar with the new model.

Surprisingly, only one wheel design option is provided, yet you may opt for the Ultra-Lightweight V-spoke Forged alloys in Silver, Diamond Cut, or Gloss Black finishes. Our evaluation unit featured the latter, complementing the optional Black Pack, which incorporates black-painted roof panels, badges, and side mirror caps. The design is undeniably striking, yet it comes with certain drawbacks worth noting.

Firstly, there’s no front trunk. The impressive front suspension occupies the entire space where your belongings could have been stored, leaving you with a half-trunk in the rear. We term it as such because it can accommodate only one carry-on bag and one backpack. Unfortunately, it also tends to heat up like an oven. The engine is situated adjacent to this space, causing the heat to disperse around the surrounding areas. Let’s just say that we bought a large packet of Cadbury’s Buttons and ended up with a giant chocolate button after a 40-mile journey.

Admittedly, there is sufficient space for an additional carry-on bag and a backpack behind the seats, yet this storage area does present an issue. To retrieve the bag, you must lift a lever on the side of the seat to fold it down, but the space is inadequate for easy access. Thus, adjusting the power seat forward becomes necessary, a time-consuming task, especially when caught in a downpour.

Furthermore, rain exacerbates another issue. If the vehicle is wet and you open the trunk, most of the water drains down the sides as expected. However, a significant amount also splashes into the trunk, which could be problematic. While it may be a minor inconvenience for a budget-conscious automotive writer with inexpensive luggage, it may not be as amusing for affluent clientele with custom-made Louis Vuitton bags, given the high value of the vehicle.

Powertrain: At Odds With The Rest Of The Package

A nimble Lotus equipped with a turbocharged AMG four-cylinder powerplant may seem like an ideal pairing, but in practice, it presents a peculiar blend. Perhaps we have become too accustomed to the distinctive sound of the Toyota four-cylinder engines that once propelled earlier Lotus models. The introduction of the AMG engine gives a different.you pleasant noises coming from the turbocharger, yet the hum emanating from the engine itself doesn’t hold a candle to the V6 variant. Fortunately, the power output is more than sufficient to deliver respectable performance. Achieving 60 mph in 4.4 seconds and reaching a maximum speed of 180 mph is quite impressive. Bearing those numbers in mind, we can overlook the absence of charisma in the AMG engine.

Unforgivable, however, is the sluggish gearbox. Firstly, the delay in the gearbox’s transition between neutral, reverse, and drive is noticeable. It takes a considerable second, which can be irksome in a world where most vehicles accomplish this switch in a fraction of a second.

Secondly, the shift paddles exhibit an inconsistent behavior, alternating between quick responsiveness and moments of hesitation. One can never predict the outcome. While the metal paddles behind the wheel provide a quality feel, they lack a satisfying click that signals the impending gear change. Furthermore, the gear lever (sourced from a Volvo) is another disappointment.

We have previously argued that certain sports cars excel with an automatic gearbox. The Porsche 911 GT3 is a prominent example, even though it’s regrettably no longer in production. In that vehicle, it enables you to focus on all other aspects unfolding around you. However, the Emira does not reach the same echelon, and its performance isn’t particularly daunting. Furthermore, the I4 model being only $5,500 cheaper than the V6 is not a significant price difference, especially considering the base model is already priced at $100,000.

Ride And Handling: Death To All EPAS Systems

The Emira can be configured with either a Touring or Sport chassis. Our vehicle was equipped with the former; however, in the U.S., you have the option to select the stiffer suspension without concerns of discomfort when encountering small obstacles. The ride quality is firm yet not overly so, perfectly embodying the essence of a sports car. Lotus has even incorporated a hint of lean to signal when you’re nearing the vehicle’s limits. Many thanks.Due to the adoption of adaptable suspension systems, car manufacturers find it simpler to create vehicles capable of handling corners with minimal tilt. We appreciate a touch of incline, largely thanks to the Mazda MX-5 Miata. Its traditional handling approach is commendable, and we give credit to Lotus for maintaining such a philosophy.

An unconventional aspect that stands out is the hydraulic steering, a rarity in today’s vehicles. The McLaren Artura uses a similar electrohydraulic steering setup. The tactile sensation is delightful, with excellent communication and responsive feedback from the car’s front end. Is this what enthusiasts from the Gen-X era refer to when reminiscing about the lost art of hydraulic steering?

Moving beyond just the steering, the overall neutrality of the car is striking, complemented by a driver’s seat ideally positioned for an immersive driving experience. The Emira features several mechanisms to boost confidence, notably the electronic differential and a stability control algorithm crafted by a true automotive enthusiast. Push the car to its limits, and it will gracefully adjust its rear before propelling you in your intended direction.

The brakes represent the final piece of the puzzle and are truly exceptional. The brake pedal offers a firm and precise feel, delivering impressive stopping power. Barreling down a British B-road at speed becomes a more controlled and predictable affair, allowing for later and harder braking maneuvers without unsettling the car, provided one ensures the road ahead is clear.

### Interior: Superior to Past Lotus Models

In an effort to position the Emira as a rival to the Cayman, Lotus has upgraded the interior to exude a sense of luxury. The inclusion of a touchscreen interface, a digital instrument cluster, and premium materials on the dashboard elevates the overall interior ambiance. The adaptive instrument cluster adjusts according to the driving mode selected – Touring, Sport, or Track – offering pertinent information. In the more dynamic modes, vital details like tire pressure, oil and water temperatures, and a centrally placed tachometer are prominently displayed, enhancing the driver’s experience.

However, a drawback lies in the sluggish responsiveness of the touchscreen interface, which feels a few years outdated in terms of speed. The wireless Apple CarPlay occasionally experiences delays, leading to intermittent connectivity issues.

There is a disconnection between the smartphone and the touch panel when utilizing Waze, which poses a predicament.

Lotus would undeniably reap the benefits of an integrated Google system, and it’s peculiar that it’s not already incorporated. Even Volvo, under the ownership of Geely, has integrated it into some of its vehicles, so why isn’t it used in this specific Lotus? Another major letdown is the plastic covering over the ignition button. While it may look stylish, one would expect it to be crafted from metal, but instead, it’s a flimsy piece of plastic that gives off the impression that it won’t endure for long. It’s a significant oversight since you interact with it every time you enter the car. If I had just shelled out $100k for a car, I would be irate.

These kinds of imperfections are what maintain a gap between the Emira and the Cayman. The Lotus is reminiscent of a good product that simply requires some fine-tuning. All the highlighted issues can be rectified with a facelift, but this marks Lotus’ final combustion engine-powered car. Following the Emira, all Lotus models will be electric.

Price And Conclusion: Has Lotus Done Sufficiently?

The major issue with the turbocharged four-cylinder Lotus is its price tag of $100k, which aligns with Porsche’s asking price for a 718 Cayman GTS 4.0. Equipped with Porsche’s exceptional PDK transmission, the naturally aspirated four-cylinder generates 394 hp and 317 lb-ft of torque. As previously mentioned, the 718 reigns supreme in this category, with the GTS being the standout model in the lineup.

The Cayman S emerges as a direct competitor, offering 350 hp. The primary disparity between the S and the GTS lies in the engine. Opting for the 718 S provides you with a 2.5-liter turbocharged four-cylinder boxer engine. It exudes more personality than the AMG powerplant in the Lotus and is quicker by 0.2 seconds to 60 mph with the PDK transmission. However, the Porsche’s advantages don’t end there; it boasts a larger trunk and a compact front trunk. The cabin’s quality is exceptional, and let’s not overlook that Porsche’s mid-engine sports car, in many aspects, rivals or surpasses the top sports car of all, the 911. Only the most ardent Lotus enthusiast would decline the 718 Cayman and opt for the Emira.